1st East Asia Regional W
Global Ballast Water
Management Programme
orkshop
G L O B A L L A S T M O N O G R A P H S E R I E S N O . 6
on Ballast W
ater Control and Management
1st East Asia Regional Workshop
on Ballast Water Control and Management
W
orkshop Report
BEIJING, CHINA, 31 OCT- 2 NOV 2002
Workshop Report
.dwa.uk.com
Ed. Steve Raaymakers
& Christine Gregory
GLOBALLAST MONOGRAPH SERIES
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1st East Asia Regional Workshop
on Ballast Water Control
and Management
Beijing, China: 31 Oct - 2 Nov 2002
Workshop Report
Raaymakers, S. & Gregory, C.
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International Maritime Organization
ISSN 1680-3078
Published in May 2003 by:
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The correct citation of this report is:
Raaymakers, S. & Gregory, C. 2003. 1st East Asia Regional Workshop on Ballast Water Control & Management, Beijing,
China, 31 Oct-2 Nov 2002: Workshop Report. GloBallast Monograph Series No. 6. IMO London.
__________________________________________________________________________________________
The Global Ballast Water Management Programme (GloBallast) is a cooperative initiative of the Global Environment Facility (GEF),
United Nations Development Programme (UNDP) and International Maritime Organization (IMO) to assist developing countries to reduce
the transfer of harmful organisms in ships' ballast water.
The GloBallast Monograph Series is published to disseminate information about and results from the programme, as part of the
programme's global information clearing-house functions.
The opinions expressed in this document are not necessarily those of GEF, UNDP or IMO.
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Acknowledgements
The 1st East Asia Regional Workshop on Ballast Water Control & Management was hosted by the
People's Republic of China; and opened by Mr Zheng Heping, Deputy Director-General, on behalf of
Captain Liu Gongchen, the Director-General of the China Maritime Safety Administration.
Special thanks must go to Mr Zhao Dianrong, the GloBallast Country Focal Point Assistant for China;
for coordinating all in-country arrangements. Thanks must also go to Miss Xu Xiaoman and Ms Song
Chunchun, for the vital support provided by themselves and their respective organizations.
The workshop could not have been a success without the active and enthusiastic participation of all
delegates from the East Asian region, including in addition to China; the Democratic People's
Republic of Korea, Japan, the Republic of Korea, the Philippines, Singapore and Vietnam.
The workshop was funded by the GEF/UNDP/IMO Global Ballast Water Management Programme
(GloBallast) and the China Maritime Safety Administration, and facilitated by Steve Raaymakers.
This report was prepared by Steve Raaymakers and Christine Gregory.
Delegates Photograph
i
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Workshop Resolution
East Asia Regional Workshop on Ballast Water Control & Management
RESOLUTION
Adopted on 1 November 2002
The 1st East Asia Regional Workshop on Ballast Water Control and Management, held in
Beijing, People's Republic of China from 30 October to 1 November 2002 and attended by
representatives from PR China, DPR Korea, Japan, Republic of Korea, Philippines, Singapore and
Vietnam, as well as by representatives from the International Maritime Organization (IMO) and the
shipping and ports industries;
WELCOMING the ongoing activities of the GEF/UNDP/IMO Global Ballast Water Management
Programme (GloBallast) and in particular its regional component;
RECALLING that the 1992 United Nations Conference on Environment and Development (UNCED),
in its Agenda 21, requested countries to consider the adoption of appropriate measures to prevent the
spread of non-indigenous organisms, and further to the appeal, in its Declaration on Environment and
Development, that States apply the precautionary approach according to their capabilities;
RECALLING ALSO that the 2002 World Summit on Sustainable Development (WSSD) in its Plan of
Implementation called for acceleration of the development of measures to address invasive species in
ballast water and urged IMO to finalize the draft international ballast water Convention.
RECALLING ALSO that Article 196 of the United Nations Convention on the Law of the Sea
(UNCLOS) provides, inter alia, that "States shall take all necessary measures to prevent, reduce and
control . . . the intentional or accidental introduction of species, alien or new, to a particular part of the
marine environment, which may cause significant and harmful changes thereto";
RECALLING FURTHER the objectives of the Convention on Biological Diversity (CBD) and that
the transfer and introduction of harmful aquatic organisms and pathogens through ships' ballast water
threatens the conservation and sustainable use of biological diversity as well as decision IV/5 of the
Conference of the Parties to the CBD concerning the conservation and sustainable use of marine and
coastal ecosystems;
RECALLING FURTHER Resolution A.868 (20) of the Assembly of the IMO by which it was
recognized that the uncontrolled discharge of ballast water and sediments from ships has led to the
transfer of harmful aquatic organisms and pathogens, causing injury to public health and damage to
property and the environment;
RECOGNISING the recent and ongoing significant increase in shipping activity in the seas of East
Asia and the associated risks of new invasions of harmful species and pathogens;
RECOGNISING ALSO the necessity of close cooperation between the countries of the Region and
with adjacent regions, and the need for effective mechanisms to ensure sustainable implementation;
.1
RECOMMENDS that, within the framework of existing regional structures and programmes,
the participating countries agree, as a matter of priority;
.1.1
to adopt a Regional Strategic Action Plan (SAP) for Ballast Water Control and
Management in the East Asian Seas Region;
ii
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
.1.2. to support the rapid adoption and entry into force of the new international legal
instrument on ballast water control and management being developed by the Marine
Environment Protection Committee (MEPC) of IMO;
.2
RECOMMENDS ALSO that the participating countries develop cooperative activities with
adjacent regions that may be species donors to the East Asian Seas Region, specifically the
North West Pacific Region, the North East Pacific Region, the Pacific Islands Region, the
South East Pacific Region and Australia and New Zealand;
.3
RECOMMENDS FURTHER that participating countries, relevant regional programmes
including the GEF Yellow Sea LME project, PEMSEA, GloBallast, UNDP, IMO and others
consider funding and/or otherwise supporting the implementation of technical cooperation
projects on ballast water control and management under the framework of the Regional SAP;
.4
RECOMMENDS FURTHER that GEF, UNDP and IMO secure continuation and replication
of the GloBallast Programme within the timeframe needed to ensure a seamless introduction
of the forthcoming international legal instrument on ballast water management and control in
the East Asian Seas Region.
Beijing, PR China, 1 November 2002
iii
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Map of the Region
Russian Federation
Japan
DPR Korea
RO Korea
People's Republic of China
Philippines
Thailand
Vietnam
Cambodia
Brunei
Darussalam
M a l a y s i a
Singapore
I
n
d
o
n
e
s
i
a
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Contents
Acknowledgements................................................................................................................i
Delegates Photograph ...........................................................................................................i
Workshop Resolution ...........................................................................................................ii
Map of the Region ................................................................................................................iv
1 Opening Statements .......................................................................................................1
2 Introduction & Background ............................................................................................3
3 Workshop Objectives......................................................................................................3
4 Workshop Participants ...................................................................................................4
5 Workshop Proceedings ..................................................................................................4
6 Workshop Outputs & Outcomes ....................................................................................5
General ............................................................................................................................................5
Summary of Country Status Reports ...........................................................................................5
Exercise Scenario...........................................................................................................................6
Consideration of the Draft Regional Strategic Action Plan (SAP) ............................................6
Prospects for Funding ...................................................................................................................7
Increased Awareness.....................................................................................................................7
7 Conclusions.....................................................................................................................7
8 Further Information .........................................................................................................8
Appendix 1: List of Participants
Appendix 2: Workshop Programme
Appendix 3: Country Status Reports
Appendix 4: Draft Regional Strategic Action Plan (SAP)
Appendix 5: Exercise Scenario
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
1 Opening
Statements
By Mr. Zheng Heping
Deputy Director-General, China Maritime Safety Administration
Good morning. The 1st East Asia Workshop on Ballast Water Management and Control is opened
today. We have with us representatives from our neighbouring countries of the Democratic People's
Republic of Korea, Japan, the Republic of Korea, the Philippines, Singapore and Vietnam. We also
have with us the Country Focal Points from Brazil, India and South Africa. I would like, on behalf of
the Director-General Mr. Liu Gongchen, to express my welcome to all delegates. Welcome to Beijing
to this Regional Workshop.
This Workshop is held just after the 4th Global Task Force of the GloBallast Programme, which
closed yesterday. I believe this Workshop will provide a good opportunity for us to learn from each
other, to exchange and share experience in this field.
The introduction of invasive marine species into new environments via ships' ballast water as well as
other media has been identified by the Global Environment Facility (GEF) as one of the four biggest
threats to the world's oceans. The world is taking action to tackle the ballast water issue. IMO
Resolution A.868(20) requests Governments to take urgent action in applying these Guidelines and
development of the new International Convention for Ballast Water Control and Management is well
under way.
The GloBallast Programme was launched by GEF, UNDP and IMO to assist the developing countries
to overcome the barriers to effective implementation of ballast water control and management
measures. Brazil, China, India, Iran, South Africa and Ukraine have been participating in the
Programme.
The Programme has been successfully implemented in the six countries for two years. Now it is time
to carry out Regional Cooperation according to the Programme Implementation Plan, for exchange
and sharing of information and the development of our Regional Action Plan.
East Asia is an active part of the world economy in which shipping, fishing and marine farming play
an important role. We all rely on the ocean. It's our responsibility to take international efforts to
protect the marine environment. Ballast water management is part of it.
China is changing rapidly in recent years. You can see these changes in Beijing as well as in other
parts of the country. I hope you will take this opportunity to see and to know a bit of Beijing, and have
a good time during your stay. October is a busy month of the year. Our Workshop also has a busy
schedule. I wish the Workshop a great success and everybody a happy and healthy stay in Beijing.
By Mr. Dandu Pughiuc
Chief Technical Adviser, Global Ballast Water Management Programme
It is a great pleasure for me to be able to convey my sincere appreciation to the organizers and to the
participants at the 1st East Asia Workshop on Ballast Water Management and Control and to wish
you every success in obtaining tangible results that lead to "Safer Ships and Cleaner Oceans".
The East Asia Seas form one of the most sensitive large marine ecosystems of the world, and the
coastal and marine environments of the countries of the region are inextricably linked. The area,
which is one of the most populated of the world, is vulnerable because of its geographical
characteristics and the massive shipping trade that it receives. As if this was not enough, East Asia
may now be at threat from alien invaders; marine species transported beyond their natural range and
dispersed across the globe by shipping.
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
The region possesses significant marine resources including biodiversity, fisheries and coastal and
marine tourism. These values are likely to increase in economic importance in the future, and
therefore they need to be protected now. I am informed that the region has already suffered from the
effects of marine bio-invasions, including harmful algal blooms and increased fish mortality.
The management of ballast water has become an important issue in international efforts to reduce
degradation of marine habitat. Alien species that have no natural enemies can reproduce dramatically
and cause tremendous damage. The Marine Environment Protection Committee of IMO is currently
working towards convening a Diplomatic Conference to adopt a Convention on the management and
control of ballast water and sediments in February 2004.
The proposed new instrument is based on a so-called "two-tier" approach. Tier One includes
requirements that would apply to all ships, such as mandatory requirements for a Ballast Water
Management Plan, a Ballast Water Record Book and a requirement that new ships carry out ballast
water and sediment management procedures to a given standard or range of standards. Tier Two
includes special requirements which may apply in certain areas and would include procedures and
criteria for the designation of such areas in which additional controls may be applied to the discharge
and/or uptake of ballast water.
In response to the threat of unwanted species in ships' ballast water, IMO has initiated, together with
the United Nations Development Programme and the Global Environment Facility, a Programme to
assist countries to tackle the ballast water problem. The title of this new co-operative initiative is:
Global Ballast Water Management Programme or more simply "GloBallast".
The success of any measures regarding ballast water management is largely dependent upon Member
States understanding the impact of transfers of unwanted species in ships' ballast water and the need
for concerted common action.
Examination of shipping arrival patterns for countries in the East Asia Region will enable the
identification of the source ports from which ballast water is imported. This will be key to establishing
the levels and types of risks of introductions each port faces and will enable more appropriate
management responses. From the opposite perspective of exporting ballast water, it is essential to
advise ships about the possible risks posed by invasive species from East Asia transferred into new
environments. Monitoring procedures for the marine flora and fauna should be developed and
exchange of information among the countries should be encouraged. Research and development
efforts in the region should be co-ordinated to avoid duplication and should be based on the IMO
Guidelines and on the future Convention.
Training of ship and shore personnel is another important measure towards regulation of ballast water
operations. I would like to encourage the East Asian countries to take advantage of the training
package currently being developed under the GloBallast Programme when it is ready.
I am pleased to see that the efforts made under the GloBallast Programme have materialised in the
Workshop, which has started today. Regional co-operation is crucial for the success of any measures
to minimize the transfer of harmful aquatic organisms in ballast water and the participation of
representatives of the eight countries of the region encourages me to believe that the Workshop will
be a success and will open the doors to future cooperation.
I would like to thank the Chinese Government for its hospitality and the Maritime Safety
Administration for their efforts to make this event a success.
I would also like to wish you every success with your work towards the adoption of the Regional
Action Plan and to assure you that the International Maritime Organization is committed to supporting
the development and implementation of a standardized global ballast water management regime and
continues to take the lead in addressing this challenge.
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
2 Introduction & Background
The International Maritime Organization (IMO), with funding provided by the Global Environment
Facility (GEF) through the United Nations Development Programme (UNDP), has initiated the Global
Ballast Water Management Programme (GloBallast).
The programme is aimed at reducing the transfer of harmful marine species in ships' ballast water, by
assisting developing countries to implement existing IMO voluntary guidelines on ballast water
management (IMO Assembly Resolution A.868(20)), and to prepare for the new international
convention on ballast water management currently being developed by IMO member countries.
The programme aims to achieve this by providing technical assistance, capacity building and
institutional strengthening to remove barriers to effective ballast water management arrangements in
developing countries, through six initial demonstration sites. These six sites are Sepetiba (Brazil);
Dalian (China); Mumbai (India); Kharg Island (Iran); Saldanha (South Africa) and Odessa (Ukraine).
The initial demonstration sites are intended to be representative of the six main developing regions of
the world; South America, Asia/Pacific, South Asia, ROPME Sea Area and Red Sea, Africa and
Eastern Europe respectively. As the Programme proceeds it is intended to replicate these initial
demonstration sites throughout each region.
The GloBallast demonstration site for East Asia is located in Dalian, on the Yellow Sea. This site is
an important port along China's 18,000 km long coastline.
It was proposed that a regional workshop focusing specifically on ballast water management would be
a useful starting point to initiate co-operative regional arrangements on this issue and GloBallast
responded to this need by organizing the 1st East Asian Regional Workshop on Ballast Water
Management, in Beijing, China, from 31 October to 1 November 2002. The workshop was organized
and held with significant support and assistance from the Government of the People's Republic of
China, in particular the China Maritime Safety Administration.
3 Workshop
Objectives
The workshop objectives were as follows:
· To undertake initial awareness raising about invasive aquatic species, the ballast water
problem, IMO ballast water activities and the GloBallast programme amongst key
stakeholders in the East Asian Sea Region.
· To establish the current status of invasive aquatic species and ballast water management
arrangements in the East Asian countries.
· To consider a draft Regional Strategic Action Plan (SAP) to minimize the transfer of harmful
aquatic organisms and pathogens in ships' ballast water.
· To consider the machinery necessary for the implementation of the SAP including an
appropriate regional coordination mechanism.
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
4 Workshop
Participants
The workshop was attended by:
· several delegates from each of Democratic People's Republic of Korea, Japan, Republic of
Korea, Philippines, Singapore and Vietnam, being representatives from each country's
maritime administration, environmental and port authorities;
· three additional delegates from the host country (China);
· observers from three other GloBallast Pilot Countries: Brazil, India and South Africa; and
· the GEF/UNDP/IMO GloBallast Technical Adviser (workshop facilitator), Chief Technical
Adviser and Principal Administrative Assistant.
A complete list of participants is provided in Appendix 1.
5 Workshop
Proceedings
The workshop proceeded according to a three-day programme (Appendix 2). Flexibility was retained
and the programme amended as required, as the workshop proceeded. The China Maritime Safety
Administration Deputy Director-General, Mr Zheng Heping, gave an opening address, on behalf of
the Director-General of the Maritime Safety Administration, affirming China's commitment to
implementing IMO ballast water management requirements and to regional cooperation on the issue.
This was followed by an opening address by Mr Dandu Pughiuc, the GloBallast Chief Technical
Adviser.
The technical sessions on the first day commenced with background presentations by the GloBallast
Technical Adviser, covering the nature of the ballast water problem and aquatic bio-invasions and the
IMO response to the problem, including the IMO Guidelines, the new Ballast Water Convention and
the GloBallast Programme.
The remainder of the first day and the beginning of the second day were used for the presentation of
Country Status Reports from China, Japan, Republic of Korea, Philippines, Singapore and Vietnam.
The Country Status Reports are contained in Appendix 3.
The Country Status Reports were followed by presentations on two of China's Demonstration Site
activities; the Ballast Water Risk Assessment as applied to Dalian; and the Bohai Sea Red Tide
Reporting system. The delegates from the Democratic Republic of Korea also gave brief, oral reports.
Unfortunately, representatives from the GEF Yellow Sea Large Marine Ecosystem Project and
PEMSEA did not attend the workshop, and the presentations allocated to these bodies were therefore
not given.
The afternoon of the second day was used to break into three groups, to undertake a fictitious exercise
scenario testing regional cooperation in ballast water management. A copy of the exercise scenario is
contained in Appendix 5.
The workshop concluded with group discussion of the draft SAP and unanimous adoption of the
Workshop Resolution. The GloBallast Chief Technical Adviser advised that the SAP was a
declaration of intention, not a binding legal document, and could be subject to periodic revision. It
was agreed that all countries would consider the draft SAP back in their administrations and send any
comments to the Programme Coordination Unit in London by 30 December 2002.
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
6 Workshop Outputs & Outcomes
General
The Outputs and Outcomes of the Workshop include:
· A Workshop Resolution calling for the adoption of a Regional Strategic Action Plan for
Ballast Water Control and Management in the East Asian Seas Region as a matter of priority
and to support the rapid adoption and entry into force of the new international legal
instrument for the control and management of ships' ballast water and sediments, being
developed by the Marine Environment Protection Committee (MEPC) of IMO.
· A Country Status Report (Appendix 3) from China, Japan, Republic of Korea, Philippines,
Singapore and Vietnam outlining:
! Coastal and marine environments.
! Status of marine bio-invasions.
! Existing institutional arrangements for ballast water management.
! Shipping and port data, including ballast water discharges and uptake.
· A draft Regional Strategic Action Plan for Ballast Water Control and Management to be
considered by the authorities in the countries of East Asia (Appendix 4).
· Identification of possible opportunities for sub-regional and regional cooperation.
· Increased awareness of the problem of ballast water and marine bio-invasions, both amongst
workshop delegates and the broader community.
Summary of Country Status Reports
The Country Status Reports (Appendix 3) showed that all East Asian Region countries have
significant marine resources and environmental values, rapidly expanding maritime sectors and
increasing concern about marine environmental issues. They also indicated that many East Asian
Region countries need better co-ordination between several different government agencies in
addressing the ballast water issue, which can incur some duplication and lack of clarity as to who
should be dealing with the issue. The IMO Ballast Water Guidelines (A.868(20)) are known and
followed to various degrees in the countries, although some countries stated that finalization of the
anticipated international Convention would enable more defined arrangements to be made at the
national level. China stated that the existing Guidelines may be included in national regulations.
Some delegations stated that the exercise of developing a Country Status Report had played an
important role in bringing various government and industry sectors together for the first time to
discuss ballast water and marine bio-invasion issues, and had highlighted the lack of co-ordinated
action to date and the need for action. The workshop and the in-country preparations for the workshop
thereby played an important role in raising awareness and catalysing concerted action in each East
Asian country.
The Democratic People's Republic of Korea whilst having had limited awareness of the ballast water
issue understood the importance of the issue and undertook to report to the outcomes of the workshop
to relevant authorities.
Japan expressed support for GloBallast's efforts and included in their presentation a demonstration of
a `special' pipe being developed for ballast water treatment. It was suggested that the design of a non-
ballast water carrying ship, was also under consideration. Singapore reported that it was also involved
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
in testing ballast water treatment systems, in particular filtration equipment, and was awaiting
standards set by Convention.
There was general interest in the GloBallast risk assessment software and methodology as being
applied on a demonstration basis at Dalian, and the Republic of Korea was keen to proceed with risk
assessment. The PCU outlined the fact that software, hardware and methodology would be made
available to all.
Exercise Scenario
The fictitious exercise scenario proved extremely popular and clearly demonstrated the complexity of
the issue, the need for monitoring and early warning systems, and the need for highly effective
regional cooperation mechanisms for ballast water control and management. It was emphasized that
this was a fictitious exercise and place names did not relate to actual conditions and were chosen
randomly.
Consideration of the Draft Regional Strategic Action Plan (SAP)
During workshop discussions, all countries unanimously agreed that the problem of ballast water and
marine bio-invasions must be addressed in the East Asian Sea Region on a regional basis involving
cooperation between all countries in the region. The reasons given for this position were:
· The marine and coastal environments of all the East Asian countries are inextricably linked.
· Shipping is an international industry and ships routinely cross jurisdictional lines to conduct
trade.
· Action by an individual country would therefore be of limited effectiveness.
· There is a strong history of effective regional cooperation in East Asia on maritime and
marine resource management matters.
It was unanimously agreed that regional cooperation on ballast water control and management should
be developed under the framework of the draft Strategic Action Plan (SAP) as contained in
Appendix 4, coordinated through existing regional structures and mechanisms, and should link
wherever possible with existing marine resource management and environmental protection activities.
PEMSEA, APEC and the Tokyo MOU were identified as the most suitable entities.
It was agreed that all regional activities on ballast water control and management should be consistent
and coordinated with the international IMO regime, and should seek to implement the IMO Ballast
Water Guidelines (A.868(20)) and to support rapid adoption and entry into force of the new
international legal instrument being developed by IMO.
Countries viewed the SAP as important in catalysing action and regional co-operation and Japan
suggested that regional SAPs should be provided for in the new international Convention.
The PCU emphasized the need for sustainability and the fact that GEF funding would only be
available initially.
It was agreed that delegates would consult with the relevant authorities in their countries and send any
comments on the draft SAP to the PCU in London by the end of the year. Lack of comments would be
taken as tacit acceptance of the current draft. It was also agreed that a higher level meeting would be
held in China in early 2003 to officially adopt the SAP.
The Workshop Resolution was unanimously adopted.
6
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Prospects for Funding
It was agreed that funding is necessary in order to further develop the outcomes and outputs of the
workshop, and to commence implementation of the Regional SAP
The SAP would be used in support of application for funds to GEF as a next stage. Pilot Countries
have demonstrated that major recommendations and guidelines on ballast water management and
control can be implemented and institutionalised and this needs to be replicated on a regional level to
be truly effective.
It was recognized that support would be needed from GEF to establish a minimal Secretariat. Existing
regional structures could be used so that minimal input is needed from the GEF until countries'
governments are ready to support and budget for implementation of the Convention.
Regional action examples:
· Black Sea Istanbul Commission has put the issue on its agenda and regional officer in
Commission;
· ROPME Sea Area ROPME instrumental in incorporating ballast water activities, logistic
and communications support.
· East Asia/Pacific PEMSEA (1½ years left) could provide offices and leadership from
Manila for next year.
As it was agreed that such regional activities should be undertaken within existing regional
frameworks, PEMSEA was identified as a potential source of funding/partner.
The GloBallast Programme itself, in particular its future regional focus, was also identified as a
potential source of additional funding in the initial stages of the activities. The GloBallast PCU
undertook to follow-up on these sources, considering that GloBallast and the Maritime Safety
Administration of China had funded the workshop in order to initiate the process, and the need for
alternative sources to be secured.
Finally, whilst it was recognized that Governments were often unwilling to commit resources, the
sustainability of the SAP could only be ensured if the countries of the region undertook to ultimately
support this activity in full. It was agreed that where potential for significant economic harm and
impact on human health from invasive aquatic species was a reality it would become a priority for
some Governments.
Increased Awareness
Many workshop delegates expressed that their own awareness of the issues had been greatly increased
as a direct result of the workshop, and many requested additional supplies of the GloBallast awareness
materials to be sent to them for use in their countries. Ballast water was a new issue for some
countries.
7 Conclusions
It can clearly be concluded that the 1st East Asia Regional Workshop on Ballast Water Control and
Management was a success in achieving all of its stated objectives.
The foundation is now laid for the adoption of a Regional Strategic Action Plan for Ballast Water
Control and Management, consistent with the IMO Guidelines and the emerging Convention.
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Concerted action by all of the countries in East Asia is now required in order to turn the workshop
outputs and outcome and in particular the Workshop Resolution and draft SAP, into reality.
It was decided that the official meeting to adopt the Regional Action Plan would take place after April
2003.
7 Further
Information
Mr Zhao Dianrong
Country Focal Point Assistant - China
Global Ballast Water Management Programme (GloBallast)
China Maritime Safety Administration
Tel +86 10 6529 2862
Fax +86 10 6529 2875
Eamil vkdmdzhao@vip.sina.com
Steve Raaymakers
Technical Adviser
Programme Coordination Unit
Global Ballast Water Management Programme (GloBallast)
International Maritime Organization
Tel +44 (0)20 7587 3251
Fax +44 (0)20 7587 3261
Email: sraaymak@imo.org
Web: http://globallast.imo.org
8
Appendix 1
List of Participants
Appendix 1: List of Participants
Republic of Korea
Mr Jang Seung-An
Government Advisor
Tel: +82 42 869 9333
Korea Register of Shipping
Fax: +82 42 862 6015
23-F,Jang-Dong,Yuseong-ku
Email: sajang@krs.co.kr
Daejeon
Republic of Korea
Mr Jang Keun Ho
Assistant Director,Maritime Technology Division
Tel: +82 2 3148 6322
Ministry of Maritime Affairs & Fisheries
Fax: +82 2 3148 6327
139 Chungjeng-no 3, Seodaemmon-gu
Email: khjang@momaf.go.kr
Seoul
Republic of Korea
Mr Jung Hong
First Secretary for Maritime Affairs and Fisheries
Embassy of the R.O. Korea
Tel: +86 10 6532 0290(Ext 416)
No.3 Dongsijie
Fax: +86 10 6532 0144
Beijing
Email:jungh1@yahoo.co.kr
Peoples Republic of China
People's Republic of China
Mr Zheng Heping
Deputy Director General
Tel: +86 10 6529 2466
China Maritime Safety Administration
Fax: +86 10 6529 2875 or +86 10 6529
11 Jianguomennei Ave
2245
Beijing 100736
Email: zhengheping@msa.gov.cn
Peoples Republic of China
Mr Zhao Dianrong
China Maritime Safety Administration
Tel: +86 10 6529 2862
11 Jianguomennei Ave
Fax: +86 10 6529 2875
Beijing 100736
Email: vkdmdzhao@vip.sina.com
Peoples Republic of China
Miss Xu Xiaoman
Officer
Tel: +86 411 262 5031
China MSA
Fax: +86 411 262 2282
Gangwan Str.No1,Dalian,Liaoning
Email:Xu_Xiaoman@hotmail.com
Peoples Republic of China
1
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
DPR Korea
Mr Jiang Myong Ho
Director, Maritime Safety Division
Maritime Administration Bureau of DPR Korea
P.O. Box 416
1/F, Maritime Building,
Tonghung-Dong
Central District, Pyongyang
DPR Korea
Mr Hwang Gil Hwan
Deputy Director, Maritime Regulation Research
Division
Maritime Administration Bureau of DPR Korea
P.O. Box 416
1/F, Maritime Building,
Tonghung-Dong
Central District, Pyongyang
DPR Korea
India
Mr Sanjoy Chakrabarty
Deputy Chief Surveyor
Tel: +91 22 261 3303 or +91 22 261 3651
Directorate General of Shipping
Extn 210
Jahaz Bhavan, WH Marg
Fax: +91 22 261 3655
Mumbai 400 038
Email: sanjoy@dgshipping.com
India
Vietnam
Mr Dinh Van Thang
Senior Afficer,Vietnam Liaison Office to IMO
Tel: +84 4 768 3067
Vietnam National Maritime Bureau
Fax: +84 4 768 3058
8 PhamHung Str, Mais Dich Ward
Email:
CauGiayDist,Hanoi
Vietnam
Mr Nguyen Viet Anh
Head,Vietnam Liaison Office to IMO
Tel: +84 4 768 3067
Vietnam National Maritime Bureau
Fax: +84 4 768 3058
8 PhamHung Str, Mais Dich Ward
Email:ngvanh@fpt.vn
CauGiayDist,Hanoi
Vietnam
2
Appendix 1: List of Participants
Philippines
Mr Oscar M Sevilla
Administrator
Tel: +632 521 01 07
PHIL.Maritime Industry Authority
Fax: +632 524 27 46
PPL Bldg.1000 Un Ave, Manila
Email: oms2123@yahoo.com
Philippines
Mr Leopoldo F Bungubung
Port District Manager
Tel: +632 527 4414
Philippine Ports Authority
Fax: +632 527 4414
Port District of Manila, South Harbor, Manila City
Email: leb@ppa.gov.com
Philippines
Mr Alfonso G Cusi
General Manager
Tel: +632 523 4633
Philippine Ports Authority
Fax: +632 527 4853
2/F Marsman Bldg,22
Email:alcusi@ppa.com.ph
Muelle de san Francisco, Gate 1, South Harbor
Port Area, Manila
Philippines
South Africa
Dr Lynnette Jackson
Deputy Director
Tel: +27 21 402 3344
Marine Pollution Division
Fax: +27 21 421 5342
Dept. of Environmental Affairs & Tourism (DEAT)
Email: ljackson@mcm.wcape.gov.za
Private Bag X2, Roggebai 8012
Cape Town
South Africa
Singapore
Mr Mark Lim Yew Guan
Assitant Director/Ship Inspection
Tel: +65 6 375 6204
Maritime and Port Authority of Singapor
Fax: +65 6 375 6231
460 Alexandra Road,#21-00 PSA Building
Email: Yew_Guan_Lim@mpa.gov.sg
Singapore 119963
Japan
Capt Takeaki Kikuchi
General Manager,Matine Pollution Prevention
Tel: +81 3 3502 3543
Research Department
Fax: +81 3 3581 6136
The Japan Association of Matine Safety
Email: kikuti@oak.ocn.ne.jp
15-16,Toranomon 1-Chome Minato-Ku,Tokyo
105-0001 Japan
3
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Mr Kuniyoshi Wakabayashi
Senior Researcher
Tel: +81 3 3502 2233
The Japan Association of Marine Safety
Fax: +81 3 3581 6136
Tokyo
Email: k.wakaba@oak.ocn.ne.jp
Japan
Mr Takahisa Kashiwagi
1st Secretary
Tel: +86 10 6532 2361
Japanese Embassy in Beijing
Fax: +86 10 6532 2009
No9 Ritan Road, Jianguomenwai Avenue
Email: takahisa.kashiwagi@mafa.go.jp
Beijing
People's Republic of China
Mr Katsumi Yoshida
Senior Researcher
Tel: +81 3 3502 3543
The Japan Association of Marine Safety
Fax: +81 3 3581 6136
15-16,Toranomon, 1-Chome, Minato-Ku
Email: yoshida@lasc.co.jp
Tokyo, 105-0001
Japan
IMO Officers
Mr Dayasiri Muthumala
Head, Finance and Budget Section
Tel: +44 (0)20 7587 3166
Administrative Division
Fax: +44 (0)20 7587 3210
International Maritime Organization
Email: dmuthuma@imo.org
4 Albert Embankment
London SE1 7SR
United Kingdom
GloBallast PCU
Mr Dandu Pughiuc
Chief Technical Adviser
Tel: +44 (0)20 7587 3247
Programme Coordination Unit
Fax: +44 (0)20 7587 3261
Global Ballast Water Management Programme
Email: dpughiuc@imo.org
International Maritime Organization
http://globallast.imo.org
4 Albert Embankment, London SE1 7SR, United Kingdom
Mr Steve Raaymakers
Technical Adviser
Tel: +44 (0)20 7587 3251
Programme Coordination Unit
Fax: +44 (0)20 7587 3261
Global Ballast Water Management Programme
Email: sraaymakers@imo.org
International Maritime Organization
http://globallast.imo.org
4 Albert Embankment, London SE1 7SR, United Kingdom
Mrs Christine Gregory
Principal Administrative Assistant
Tel: +44 (0)20 7463 4198
Programme Coordination Unit
Fax: +44 (0)20 7587 3261
Global Ballast Water Management Programme
Email: cgregory@imo.org
International Maritime Organization
http://globallast.imo.org
4 Albert Embankment, London SE1 7SR, United Kingdom
4
Appendix 2:
Workshop Programme
Appendix 2: Workshop Programme
Thursday, 31 October
08:30 Registration
Session 1: Introduction & Background, Country Status Reports
09:00
Workshop opening and welcoming statements
PR China & IMO
09:45
Organization of the work of the meeting & adoption of the
GloBallast PCU
Agenda
10:00 Tea/coffee
11:30
The People's Republic of China National Work Plan
GloBallast- China
Country Status Reports
12:00 Japan
Country
Rep
12:30 Lunch
Session 2: Country Status Reports (cont.)
14:00
DPR Korea
Country Rep
14:30
Republic of Korea
Country Rep
15:00 Philippines
Country
Rep
15:30 Tea/coffee
16:00
Russian Federation
Country Rep
16:30 Vietnam
Country
Rep
17:00
Discussion Panel
All participants
17:30
Close of Day 1
18:30 Welcome
Dinner
Friday, 1 November 2002
Session 3: Presentations from other Organizations
09:00
GEF Yellow Sea Large Marine Ecosystem Project
UNDP
09:30
Activities of PEMSEA
PRC SOA
10:00 Tea/coffee
China Demonstration Activities
10:30
GloBallast Risk Assessment applied to Dalian
GloBallast - China
11:00
Bohai Sea Red-tide Monitoring and Ship Reporting
GloBallast - China
11:30
Discussion Panel
All participants
12:00 Lunch
1
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Session 4: Draft Regional Action Plan and Workshop Resolution
13:30
Presentation of the Draft Regional Action Plan (RAP)
GloBallast China
14:00
Discussion of the draft RAP
All Participants
15:00 Tea/coffee
15:30
Summary discussion on the draft RAP
All Participants
16:00
Consideration and adoption of the Workshop Resolution
All Participants
17:00
Close Day 2
Saturday, 2 November 2002
08:30
Tour to the Great Wall
All Participants
13:00
Re-convene at workshop venue
Session 5: Discussion and Closing Ceremony
14:00
Wrap-up discussions
All participants
14:00
Closing ceremony and addresses
15:00 Close
2
Appendix 3:
Country Status Reports
Appendix 3: Country Status Reports Japan
Japan
First of all, Japan highly appreciates the great
preparation and work of Mr. Zheng of the China
Maritime Safety Administrations.
Profile of Japan
Ministry of Land, Infrastructure
and Transport, Japan
1. Country Profile
1.Country profile
The main Japanese profile is shown on this page.
Japan has a population of 120 million. Area of
!Capital; Tokyo
land is about 3.7 km3 very small countries and
!Population ; about 120million
so on. In these dates although Japan is a small
country you can see Japan has a large area of
!Area of land; about 370,000km2
territorial sea and EEZ.
!Area of territorial seas; about 430,000km2
!Area of EEZ; about 4050,000km2
! Sum of coastlines; about 35,000 km
2.Institutional arrangement
2. Institutional arrangement
Concerning BW issues, the Japanese institutional
Ministry of land, Infrastructure and Transport
arrangement is shown on this page. Environment
and Ocean Division in MLIT mainly treats BW
issue.
Policy Bureau
Environment and Ocean Division
Safety Standard Division treats safety aspects
Maritime Bureau
Safety standard Division
concerning BWE.
Technology Division mainly develops BW
Technology Division
treatment System.
And other institutional arrangements are Japan
Japan Coast Guard
Coast Guard and Ministry of Environment.
Marine Environment Protection
Guard & Rescue Department
& Disaster Prevention Division
Ministry of Environment
Global Environment Bureau Global Environment Issues Division
1
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
3. Shipping and ports
3.Shipping and ports
Characteristic; Japan has few natural resources
and the land is surrounded by sea, as a result
#Characteristic; Japan has few natural resources
Japan imports so much amount of foods and
and the land is surrounded by sea, as a result
resources from overseas through international
Japan imports so much amount of foods and
shipping.
resources from oversea through international
shipping.
#Export and import amount in trade at sea (2000)
Export amount
101million t /year
Import amount
788 million t /year
Amount of ballast water discharged annually
Each Region used for the BW Movements Studies
First of all, we will show you on the movements
of ballast water between Japan and overseas
regions, under our studies.
This map showing each regions in the whole
world which used for our studies on ballast water
movements.
Australia estimated that 150 millions k/t of
ballast water were being discharged in their ports
annually and 50% of them are from Japanese
ports.
The Netherlands estimated that 7.5 millions k/t
of ballast water were being discharged, and
loaded 70 millions tons of ballast water in their
ports annually.
This graph shows annual ballast water movement
Annual Ballast Water Movements
between Japan and overseas regions in the whole
between JPN and Overseas Regions
world.
In Japan, it is estimated that approximately 17
Zone
Imported
Exported
millions k/t of ballast water are imported and
Millions k/t /ships
Millions k/t / ships
discharged into Japanese ports, and exported
E Asia (incl. E Russia)
9.5/25,771
41/27,334
more than 300 millions k/t of ballast water into
SE Asia
2.7/6,345
66/5,890
foreign ports, by the merchant ships of 500 G/T
and more engaged in foreign trade called
West U.S. and Canada
2.2/3,650
34/3,673
Japanese ports in 1997, through the studies by
Australia
0.4/2,279
80/2,356
the Japan Association of Marine Safety, based on
Gulf
0.2/1,410
78/1,123
the Lloyd's data.
Others
1.7/3,127
19/2,553
Such as passenger ships, fish carriers, fishing
boats, and research ships are not included.
Total
16.7/42,582
318/42,929
This graph is showing that the numbers of these
* Such as passenger ships, fish carriers, fishing boats, and
ships engaged in voyages between Japan and
research ships are not included.
East/SE Asian ports are reaching more than 75%
of the ships calling Japanese ports.
73% of the ballast water discharged in Japanese
ports is coming from E/SE Asian ports,
comparing with 34% of ballast water loaded in
Japanese ports is discharged in E/SE Asian ports.
2
Appendix 3: Country Status Reports Japan
Then we would like to explain on a pipe under
R&D related to Ballast Water issue in Japan
developing for the ballast water treatment system
#Development of Special pipe
on board ship.
The special pipe(100mmint. Diameter)
Various treatment technologies of ship's ballast
(correspond to flow rate 100m3/hr)
water, such as physical and chemical processing
methods are under development in various
countries in the world.
The Japan Association of Marine Safety has been
pushing forward research and development of
ballast water treatment technology since 1992,
100mm
under the assistance of the Nippon Foundation,
and conducted experiments in chemical, heat,
ozonization, electro-chemical and mechanical
treatments respectively.
The results through our experiments by these
methods are showing that they can remove,
inactivate or kill aquatic organisms in ballast
water.
We also found out through our experiments that
the mechanical processing method using a pipe
with special structure in ballasting system was to
be the most suitable system, based on these
aspects such as installation and operational
utility on board ship, i.e. easy operation,
effectiveness on marine organisms, safety on
operating, cost effectiveness and environmental
impact.
We are pushing forward the development of a
prototype of the pipe with special structure so
called "special pipe", which could be effective
and convenient, while watching and participating
international discussion on ballast water
treatment standards.
The pipe and device shown in this photograph,
with capability of water treatment by 100m3/hr
of flow rate was designed and produced, for our
field experiment.
The special pipe could be remodeled to improve
mechanical efficiency such as shear stress and
cavitation to the organisms in water.
Organisms in the water are terminated or
Examples of Damaged Organisms by the Special Pipe
rendered harmless while loading and/or
discharging ballast water, as shown in these
Cell walls were destroyed
Phytoplankton
flagella lost
pictures.
We are now conducting experiments on
effectiveness on various aquatic organisms, and
on solving blockade problem of the device by
Normal
particle matter in the water passing through the
pipe.
Damaged cells
Although we observed that no blockade of the
Chloroplast were bleached
Protoplasm lost almost
device did not occur during our experiment by
using natural seawater in a harbor, the pipe has a
Zooplankton
device to solve such blockage easily.
Damaged individuals
Body was destroyed completely
Normal
Antenna and abdomen were cut
3
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
During our experiment, we observed that this
The Effect of the Special Pipe
system showed enough effects on most
phytoplankton and zooplankton, including
Meroplankton, such as Planktonik larvae stage of
Genus Oithona (body length:0.30.6mm
Benthos, by one-time treatment.
%) 100
This graph shows the effectiveness against
90
te(
Genus Oithona as a representative from
80
Zooplankton, indicating maximum/average/
70
on ra
minimum damage rate, corresponding with the
ti 60
max. damage rate %
flow rates
50
ina
av. damage rate %
40
rm
min. damage rate %
Te 30
20
10
0
0
100
200
300
400
Flow rates (L/min.)
This graph shows the effectiveness against
The Effect of the Special Pipe
Copepoda nauplius as a representative from
Zooplankton, indicating maximum/average/min-
Copepoda nauplius (body length:40µ m0.1mm)
imum damage rate, corresponding with the flow
rates.
100
(%) 90
te 80
ra 70
on 60
ati
max. damage rate %
50
in
av. damage rate %
40
min. damage rate %
erm
T 30
20
10
0
0
100
200
300
400
Flow rates (L/min.)
This graph shows the effectiveness against
The Effect of the Special Pipe
Planktonic Crustaceans as the representative
from Zooplankton, indicating maximum/average/
Total of Planktonic Crustaceans
minimum damage rate and logarithmic average
damage rate, corresponding with the flow rates.
100
Each result showing that higher flow rate can
90
e (%)
obtain higher effectiveness against aquatic
80
organisms.
70
n rat
60
tio
max. damage rate %
50
na
av. damage rate %
min. damage rate %
40
rmi
Te 30
20
10
0
0
100
200
300
400
Flow rates (L/min.)
4
Appendix 3: Country Status Reports Japan
4. Development of Ballast Water
#Development of Ballast Water exchange
Exchange Manual
manual
Japan established last year a technical committee
Japan established last year a technical
to examine and study safety aspects related to
ballast water exchange at sea.
committee to examine and study safety
aspects related to ballast water exchange
Technical committee plans to develop guidelines
for the shipmaster's judgments on whether a ship
at sea.
can safely undertake the ballast water exchange.
Technical committee plans to develop a
guidance for the shipmaster's judgments
on weather ship safely can undertake the
ballast water exchange.
Fishery production Volumes and
Fishery production Volumes and Production
Value and Fishery workers by type of Fishery
Production Value and Fishery
This Figure shows Fishery production Volumes
workers by type of Fishery (2000)
and Production Value and Fishery workers by
type of Fishery. The fishing industry is greatly
Production
Production
Fishery
dependent on the environment and ecosystems,
Type of
volume
value
workers
and conserving these in good condition is very
fishery
important in order to achieve healthy and
(1 million tons) (100milion yen) (persons)
sustainable development of fisheries and to
Distant water 85
2,120
produce and supply safe fishery products.
39,600
Offshore
259
4,456
Coastal
281
11,037
220,590
Inland water 13
1,133
total
638
18,746
260,190
Information on the introduction of unwanted
species into waters in Japan
Information on the introduction of
unwanted species into waters in Japan
5
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
In Japan, it is not acknowledged the "damage"
Representatives from the foreign aquatic
immediately caused by the alien species
organisms found in Tokyo Bay
introduced into Japanese waters so far.
There are some reports such as Tokyo and Osaka
bays on alien species invaded, reproduced and
Mytilus galloprovincialis (origin:the Mediterranean)
established in these waters.
Xenostrobus securis (origin:Oceania)
Although the processes for invading are not
ascertained, it is considered that the invasion of
Perna viridis (origin: SE Asia)
aquatic organisms through ballast water
Balanus eburneus
discharges into these waters could be one of the
(origin: the Atlantic coasts of N-America)
processes.
These are the photographs of some of the species
Molgula manhattensis (origin: ditto)
discovered these areas.
Carcinus aestuarii (origin: the Mediterranean)
Pyromaia tuberculata
(origin: Northern Central of the Pacific)
At present, research on environmental impact by
discharging ballast water into Japanese waters
Representatives from the foreign aquatic
has not being conducted so far.
organisms found in Osaka Bay
The general situation with respect to the national
distributions of wild animals and plants on land
and in fresh waters in Japan, including the
animals and plants introduced into this country is
Mytilus galloprovincialis
Balanus eburneus
being conducted.
Pyromaia tuberculata Balanus improvisus
From the next year, we will conduct the biota
Xenostrobus securis
Molgula manhattensis
research at tidal flats and in under water forests,
and are considering the research on the condition
Crepidula onyx
Ciona intestinalis
of introduced aquatic organisms in the sea area,
Ficopomatus enigmaticus Mytilopsis sallei
however these researches are not limited to the
ballast water issues.
Perna viridis
Caicinus aestuarii
Balanus eburneus
Perna viridis
6
Appendix 3: Country Status Reports Japan
Pyromaia tuberculate
Xenostrobus securis
Carcinu aestuarii
Mytilus galloprovincialis
5. Implementation of IMO
5. Implementation of IMO
instrument
instrument
This table shows implementation of IMO
instruments related to protection of marine
Date of
Date of entry into
adoption
force in Japan
environment that are implemented in Japan.
Japan also implements not only these IMO
MARPOL73/78AnnexI/II 9June1983 2October1983
instruments but also domestic regulations for
MARPOL73/78AnnexIII 9June1983 1July1992
protection of marine environment.
MARPOL73/78AnnexIV 9June1983 -
MARPOL73/78AnnexV
9June1983 31December 1988
London Convention 72
15October 14November1980
1980
OPRC Convention 90
17October 17January1996
1995
7
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Japan does not implement A868(20)
#Japan does not implement A868(20)
"Guideline for the control and management of
ship's ballast water to minimize the transfer of
"Guideline for the control and management
harmful aquatic organisms and pathogens"
of ship's ballast water to minimize the
Japan has no regulation rated to control of ballast
transfer of harmful aquatic organisms and
water. After Ballast Water Convention is
pathogens"
adopted, Japan will consider measures including
legal aspect.
#Japan has no regulation rated to control of
ballast water . After Ballast Water
Convention is adopted, Japan will consider
measures including legal aspect.
6. Conclusion
6. Proposals
We understand environmental protection is very
Background
important.
However Japan thinks requirement should not
damage international trade since Asian countries
depend on international trade. Japan has
concerns that stringent requirement might
damage international trade in this region.
Japan believes the requirements of ballast water
may apply only for ships from other than E/SE
region in principle if proof based on coming
biological study results is available.
We could understand the outline of sea areas
beyond 200 nautical miles from the nearest land
Outlines the Sea Areas within 200 nautical miles off the land
by this map.
.
When ships will be required ballast water exchange at more than 200 nautical miles off the land under the international
instruments being developed at IMO, it could be very difficult or impossible to obtain the sea area to conduct ballast water
exchange on board ship engaged within E/SE Asian trade.
We should pay special attention to this issue.
About fore-mentioned issue Japan considers that when we establish exemption of control on ballast water in case of
geographical difficulty. Japan is welcome to any comments from neighbouring countries or others on this issue.
Thank you for your silent attention.
8
Appendix 3: Country Status Reports Republic of Korea
Republic of Korea
Thank you Mr. Chairman for introducing
1st East Asia Workshop on Ballast Water
me to everybody. And good afternoon to
all of the participants present at this
Management and Control
workshop. I'm very pleased and honored
31st Oct. 2nd Nov. 2002, Beijing, China
to be given a chance to make a
presentation in front of such experts.
As already introduced by Mr. Chairman,
I'm the Manager of Maritime Technology
Division in Safety Management Bureau
of MOMAF (the Ministry of Maritime
Affairs and Fisheries).
M O M A F
Currently, I am in charge of the policy
related to the Ballast Water Management
Republic of Korea
and Control.
Personally, I have much interest in this
workshop because I believe that this kind
of initiative gives each nation a chance to
improve their marine environment
protection policy and facilitates the
international cooperation by providing a
forum for discussion and consideration.
In my presentation, I'd like to briefly
Introduction
touch upon the current marine
environment situation, the relevant
policies, institutional arrangement,
! Country's Profile
Shipping and Ports, Coastal and Marine
Environment, Implementation of
! Institutional Arrangement
Regulations in Korea.
! Shipping and Ports
! Coastal and Marine Environment
! Implementation of Regulations
! Conclusion
Republic of Korea
9
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
In the past, the sea was merely considered
The change in the concepts for the seas
as a fishing ground and the traffic route
for marine transportation. The past
concept of sea was so simple.
Advancement
Systematic
of scientific
Management
Past
However, with the rapid advancement of
technology
Present
Future
scientific technology, we are beginning to
Fishery Activity
· Natural Resources
Key Factor
realize that sea is vast and rich reservoir
- Enormous Biological
Traffic Route for
deciding
of natural resources like enormous
- Mineral
Transportation
the prosperity
biological resources, minerals, and
- Natural Energies
and stagnation of
natural energies like the crude oil, natural
Crude Oil, Gas
each countries
Tidal Waves
gas and tidal waves as well as the
· Marine Space
utilization of marine spaces.
Source of the
national
So, nowadays the sea is considered as the
Simple
Treasure-house
competitiveness
treasure house.
According to the development of
systematic Management, the sea will be
one of key factor wether the nation will
become the prosperity or stagnation in the
future. Namely, the utilization of sea is
the source for national competition which
may ultimately determine the economic
future of a nation in the future.
On the other hand, the change in the way
The Changes in Marine Environment
we perceive the sea has also brought
many changes in the economic sector.
The launch of W T O
The launch of WTO has brought down
many trade barrier and has led to increase
Oil Pollution
- Trade Barrier scrapped
in the maritime traffic and volume of
trade between nations. As a results of this
Ecosystem
- Increased Trade
increase in trade, the ships employed in
Probability of
Damaged
Volume
the transportation of goods have also been
Marine accident
increasing in their size and speed.
Loss of lives
- Marine Traffic
Unfortunately, as a consequence of
increased
increase in trade, we are also increasingly
Property
face with the problem of oil pollution,
- Ship being larger in
Loss
damaged marine ecosystem, loss of lives
scale and faster in speed
and property, etc.
In accordance with the changes, Republic
Establishing the New Paradigm for the Ocean
of Korea has been establishing the new
paradigm for the ocean such as....
! Geographic situation surrounded with vast territorial waters
! Awaking the importance of the sea as National Asset and
Core Competence in 21C
! Growth in shipbuilding, shipping and port industry with the
international rank around the 10th largest in the world
Inaugurating the Government Organization, MOMAF
for the specialized management in marine sector
The Policy Motto of the MOMAF = Blue Revolution
10
Appendix 3: Country Status Reports Republic of Korea
There are 28 foreign trade ports and 23
Location Map of the Designated Ports
coastal ports in Republic of Korea.
EAST
SEA
Foreign trade Port : 28
Coastal Port : 23
Designated Fishing Port :102
This slide shows the trends of vessel's
Trends of Vessel's Movement
movements from 1992 to 2001 in
Republic of Korea.
652
We can see that the foreign flag ships
585
Foreign Flag
have been responsible for a large portion
Ton
of transportation in Republic of Korea.
s
Coastal
491
As results of the huge amount of marine
476
transportation, it was reported that about
Gros
403
Korean Flag
o
n
500 million tons of ballast water are
illi
discharged into the coastal area of our
269
m
156
153
country every year.
130
128
In
103
129
110
110
118
79
84
88
Fortunately, it has reported that very few
unwanted species have been introduced in
92
95
97 98
99
2001
our country.
The status of export and import cargo
Status of Export and Import Cargo Traffic
traffic according to major goods in 2001
by Major Goods in 2001
is like this.
Total quantity are 554,261,000 tons like
show in this figures.
Total : 554,261
116,219
In thousand Ton
31.9%
21%
i
l
s
70,098
c.
O
emical,
12.2%
65,540
51,904
h
et
m
10.9%
n
d
eu
9.1%
47,980
s
, C
i
ls
8.4%
39,230
eel a
e
trol
6.7%
e
hicle
t
O
res
s
: V
d
e P
uc
O
m
rs
on, St
o
d
t
ile
e
s
Ir
Coal
Cru
Pr
I
r
on
Tex
t
r
o
l
e
u
Gas
Othe
Pe
11
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
In order to provide a framework for the
MOMAF
Minister
establishment and implementation of an
Public
Information Officer
Staffs
integrated and efficient marine policy that
Vice Minister
- Total : 3,896
- H/Q : 478 peoples
actively corresponds to the changes in the
- Subsidiary Org.: 3,417
Deputy Minister
Inspector General
world marine environment, the Republic
Director General
Director General
of Korean government launched the
Maritime S/M
Int'l Cooperation
Ministry of Maritime Affairs and
Planning &
Marine Policy
Shipping &
Ports & Harbors
Fisheries Policy
Fisheries
Fisheries on August 8, 1996.
Manage Office
Bureau
Logistics Bureau
Bureau
Bureau
Resources Bur.
This slide shows the organization of our
National Maritime Police Agency
ministry and marine environment affairs
Regional Maritime Affairs & Fisheries Office (11)
Staffs
related in Director General Maritime
Administrator
National Fisheries Research & Development Inst.
Public
Total : 8,586
Information
Safety Management.
Deputy
Maritime Safety Tribunal
Office
Commissioner General
The other organization, National maritime
National Oceanographic Research Institute
Vice Minister
police agency controls the marine
National Fisheries Products Quality Inspection Ser
Guard &
Intelligence &
Marine
Administra-
pollution. Also marine pollution control
Rescue
Investigation
Pollution
Fisheries Patrol Vessel Management Office
tion Bureau
Bureau
Bureau
Control Bureau
bureau is responsible for this work.
Major laws managed by our ministry are
Major Laws managed by MOMAF
shown here.
In particular, prevention of marine
Ports and Harbors
pollution act is directly related to the
Public Order in Open Ports Act
Harbor Transport Business Act
marine environment protection.
Marine Transport Act
Harbor Act
Maritime Safety Management
Ship Safety Act
Prevention of Marine Pollution Act
Ship Personnel Act
Seamen Act
Ship Act
Marine Accidents Inquiry Act
International Cooperation
SOLAS
MARPOL
Korea has the natural conditions for
Ocean and Coastal Resources of R.O.K
favorable development of the seas, with
Total Land Area : 100,000km2
approximately 10,000km of coastline.
EEZ : 443,000km2
Coastline : 11,542km
EAST
No. Of Islands : 3,155
SEA
Wetland Area
2,393km2
12.4% of Land Territory
Ocean Related Industry
26 billion US$
7% of National GDP
Shipping & Transportation
28 Trade Ports
99.7% of Trade Cargoes
Coastal Population
Fisheries Production
27.2% of Total Population
3 Billion ton/year
(50 million)
40% of Animal Protein
12
Appendix 3: Country Status Reports Republic of Korea
This slide shows the location of main
Main Location of Industrial, Tourism and Fishing Areas
industrial, tourism and fishing areas.
EAST
Donghae
SEA
T
T F
I
Incheon
Ulng-Do
F
PeongTak
I
D/S
I
Industrial Area
U/S
K/S
I
B/S
T Tourism Area
F
C/M
Y/S
T
M/P
F Fishing Area
I
I
F T
F
T F
Zeju Is
This table is status of ship registered in
Republic of Korea, excluding fishing
Status of Ship Registered
vessels.
Total
Pass
Cargo Tankers Others Barge
enger Ships
Ships
Number
6,586
175
706
697
3,375
1,633
Gross Ton 6,593
95
4,384
1,098
235
781
(1000G/T)
Republic of Korea
This table is status of our fishing fleet.
Status of Fishing Fleet
Total
Steel
Wooden
FRP
Number 94,935
3,286
34,702
56,947
G/T
884,853 618,962
95,058
170,833
Republic of Korea
13
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
This figure is capacity of port cargo
Capacity of Port Cargo Handling
handling
n
469.6
t
r
i
c
to
417.6
430.4
416.3
n Me
io
ill
m
I
n
357.4
256.2
295.3
92 96
97
98
99
2000
2001
Trends of Water Quality(COD) in
This slide shows the trends of water
Major Coastal Areas
quality in major coastal areas In Republic
of Korea.
Masan
4.2
4.1
Kwangyang
Busan
g
/l
3.8
3.9
Ulsan
m
Incheon
In
3.4
3.2
2.8
2.4
2.7
2.3
2.2
2.2
2.1
1.9
2.0
2.0
2.0
2.0
1.8
1.6
1.8
1.8
1.9
1.8
1.6
1.7
1.7
1.6
1.7
1.6
1.5
1.5
1.4
1.5
1.4
95
96 97
98
99
2000
2001
Biological Diversities of each biological group occurred in the
The Republic of Korea investigated the
Yeosu sea, Korea in 1997
biological group of all coastal areas.
Biological Group Number of Species
Abundance
Dominant Species
For instance, this figure shows the
Chaetoceros curvisetus
Bacteria
174
379 ~ 549,444 cells/1
Prorocentrum Compresssum
outcome of investigation of biological
in water column
(Diatoms > 150)
Skeletonema costatum
group in Yosu coastal area
Noctiluca scintillans
Palacalanus sp.
Zoopankton
Copepoda > 19
Avg. 1444 indiv./m3
Copepodid(larvae)
Acartia clausi
Repomucenus sp.
Larvae and
25 taxa
5 ~ 277 / 1000m3
Sillago japonica
Juvenile fishes
Engraulis japonicus
Ulva Pertusa
Benthic
66
+++
Ishige Okamuai
Marcroalgae
Undaria Pinnatifida
Chaetozone Sectosa
Benthic Animal
105 ~ 137
882 ~ 3110 ind/m2
Lumbrineris Longifolia
(Soft bottom)
Ophiopholis Mirabilis
Chthamalus Challengeri
Benthic Animal
55 ~ 222
100 ~ 200,000/m2
Septiper Virgatus
(hard bottom)
Patellidae Indet.
Leiognathus Nuchalis
Fishes
28 ~ 42
++
Chaeturichthys Hexanema
Thryssa Kammalensis
14
Appendix 3: Country Status Reports Republic of Korea
Conclusion
To Make
the international policy of Marine Environment Protection
come true
Coordinated and Cooperative
Effective and Substantial
Domestically
internationally
Countermeasures between the
Cooperation System
relevant organization
Recognizing the fact that
We are now just using the marine environment
of our Next Generation, not ours
Proposal
! Proposals
In considering of the fact that the marine
! Investigating and gathering of data concerning the
environment of Japan, China, Russia
marine environment, biological resources and alien
Federation and Korea is very similar and
species be done by each nation
that the sailing route between the nations
are relatively short, we would like to
!
propose that investigation and gathering
Using the existing organizations such as PEMSEA for
of data concerning the marine
efficiency/effectiveness to carry out the risk assessment
environment, biological resources and
of and monitoring the IMO control policies for
alien species be done by each nation and
protecting the marine environment related in ballast
into a database for the common usage.
water management
We should especially concentrate our
efforts on the investigation of alien
species and pathogens introduced by the
uncontrolled discharge of ballast water
and conduct risk assessment on
environment damage caused by such alien
species and pathogens.
For this purpose, we can consider to utilize the following organization instead of establishing a new one to save
cost and to enhance effectiveness.
- Asia-Pacific Economic Cooperation (APEC)
- NDP/GEF Programme on Prevention and Management of marine Pollution in East Asia Seas (PEMSEA)
- Tokyo MoU
15
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Philippines
Country Profile
The Philippines is an archipelago of 7,107
islands. It has an extensive coastline of 17,460
km. and about 26.6 million hectares of coastal
waters and 193.4 million hectares of oceanic
waters. The country exercises authority over
2.2 million hectares of territorial ocean waters
including its Exclusive Economic Zone.
Location
The country is located south of Taiwan and
north-east of Brunei and East Malaysia
(Borneo/Sabah). It is surrounded by the South
China Sea in the west, the Sulu Sea at the south
and the Pacific Ocean at the East
Seasons
· Cooler, dry season - from November to
February.
· Hot, dry season (marks the summer) -
March to June.
· Rainy seasons June to October.
Geographical Areas (main regions)
· Luzon
· Visayas
· Mindanao
All regions offer premier destinations for scuba divers and marine enthusiasts, have warm crystal
clear waters with underwater visibility of up to 60 meters, over 2,000 species of fish and more than
800 species of soft and hard coral
Fisheries Sector
An estimated 2% of the total world catch is drawn from the Philippine waters: the Philippines is
ranked 12th among the 80 fish-producing countries in 1995 and fourth biggest producer of seaweeds
and other aquatic plants, contributing six percent to world production
Fisheries tossed in P2, 662.4 billion at current prices to the country's Gross Domestic Product
The sector provided direct and indirect employment to over one million people or about 5 percent of
the national employment figure
Institutional Arrangements
National Marine Policy:
· developed in the mid 1990s;
· aims to promote a future for the management of the Philippine marine environment and its
issues;
16
Appendix 3: Country Status Reports Philippines
· calls for a shift in the current development policy and introduced the common principles of
marine resource usage.
Four Departments of the Marine Environment:
· Agriculture
· Natural Resources and Environment
· Transport and Communications
· Science and Technology
Table 1: Government Authorities
Department: Agency/Bureau
General Role
Bureau of Fisheries and Aquatic Resources (BFAR)
Ensuring long-term sustainability of fisheries and
- Fisheries Regulatory and Quarantine Division
aquatic resources.
- Fish Health Section
Department of Science and Technology
- Philippine Council for Aquatic and Marine
Research and Development (PCARMD
National Committee on Biosecurity of the Philippines
Administering general Biosecurity guidelines and for
(NCBP)
international releasesof harmful exotic species and
GMOs
Department of Environment and Natural Resources
Administers biodiversity, environmental impact
- Environmental Management Bureau
assessments.
Administers biodiversity, environmental impact
assessments.
Department of Transportation and Communications
Supervisory and regulatory authority for maritime
(DOTC)
operations. (Central Office and ten Regional Offices)
- Maritime Industry Authority (MARINA)
Department of Agriculture (DA)
Quarantine Matters regarding aquatic organisms
- Committee on the Introduction of Exotic Aquatic Advisory body to DA through policy
Organisms
recommendations
- National Agriculture and Fisheries Council
(NAFC)
Department of Trade and Industry
Licensing and accreditation, consumer protection and
- Philippine Shippers Bureau
advisory and promotion of shipping activities and
related issues
Department of Health
Biosecurity aspects regarding human pathogens and
- Bureau of Food and Drugs
harmful exotic species. Responsible for the
registration of animal feeds
Economic Intelligence and Investigation Bureau
Law enforcement functions in territorial waters and
coastal areas
Philippine Ports Authority
Law enforcement functions in territorial waters and
coastal areas
Bureau of Customs
Enforcing import/export restrictions
Local Government Units (LGUs)
Management of coastal resources within municipal
waters
17
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Some legislation addressing the environment
Marine And Pollution Decree of 1976 (Presidential Decree 979)
Aims to prevent and control pollution of the waters within the territorial jurisdiction of the
Philippines by making it illegal to dump wastes and other materials which is hazardous to human
health, harm living resources and marine life, or damages or interferes with the use of waters.
Philippine Environment Code of 1977 (Presidential Decree 1151)
This Code has been responsible for the development of a comprehensive environmental protection
and management program and established standards for air quality, water quality, land use
management, natural resource management and conservation, and waste management. It requires
environmental impact statement from private corporations and government entities for any project
that will have significant effect on the environment.
Shipping and Ports
Sea transportation is indispensable because of the need to move from place to place and to bring
commodities nearer to the consumer
In 1994, the Philippine government mandated the deregulation of the industry and required that each
route should have at least two operators. Monopolies institutionalized by the Public Service Act were
threatened by the entry of the new operators with faster and more efficient vessels. International
standards were imposed on new importation and classed vessels replaced aging fleet. New operators
entered existing liner routes encouraged by the healthy economic climate and three shipping firms
opened up to public ownership.
Industry Statistics
Vessels (as of 1999):
Type of Vessel
Number
Total GRT
Merchant Marine
5040
1,239,246
! Passenger Ferry
227
11799
! Passenger Cargo
1,101
317,124
! General Cargo
1426
509,971
! Container 11
28,226
! Liquid Cargo / Lighterage
27
17,636
! Barge 236
124,910
! Tanker 187
176,720
! Towing / Salvage
420
33,530
! Pilotage 8
105
! Others 1397
19,225
18
Appendix 3: Country Status Reports Philippines
Other domestic shipping industry statistics (as of 2000)
Total Revenue
P 22,000,000,000.00
! Passage P
5,000,000,000.00
! Freight
P 17,000,000,000.00
Total Volume
! Passengers (Persons)
P 22,000,000
! Containerized (TEU)
P 1,500,000
! Oil (Barrels)
P 77,000,000
! Bulk & Breakbulk (MT)
P 52,000,000
Total Value Of Goods Carried
P 1,285,000,000,000.00
! Containerized
P 300,000,000,000.00
! Bulk & Breakbulk
P 850,000,000,000.00
! Oil P
135,000,000,000.00
Total Employment (Persons)
220,000
! Sea-based 140,000
! Land-based 80,000
Domestic fleet inventory (As of 31 December 1999)
Type of Service
Number
Average Age Average GRT
Total GRT
Merchant Fleet
5,694
12.08
273.62
1,553,605
! Passenger Ferry
307
9.98
52.82
16,111
! Passenger Cargo
1,439
9.98
326.59 469,633
! General Cargo
1,745
13.12
338.30
588,645
! Container 21
24.65
2,647.21
55,591
! Liquid Cargo / Lighterage
28
15.36
459.37
12,862
! Barging 217
17.53
588.83
127,776
! Tanker 197
16.1
915.95
180,443
! Towing / Salvaging
475
19.37
8,049
38,151
! Pleasure 101
7.27
18.62
1,880
! Pilotage 12
33.09
13.84
166
! Others 1,151
6.05
54.48
62,329
! No Information
1
9.00
14.50
14
Fishing 22,128
8.88
13.82
302,912
Total
27,822
9.92
67.28 1,856,518
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Overseas shipping vessels (as of 1999)
Type of Vessel
No.
Total GRT
Merchant Marine
251
5,057,940.68
! General Cargo
54
842,618.11
! Bulk Carrier
128
3,369,126.00
! Tanker 5
34,898.06
! Log Carrier
4
117,653.00
! Multi-Purpose Carrier
8
68,816.00
! RO-RO 7
52,479.00
! Reefer 9
54,649.85
! Livestock Carrier
11
52,398.96
! Car Carrier
13
296,482.70
! Container / GC
4
86,001.00
! Passenger 1
24,690.00
! Dry Cargo
1
4,028.00
! LPG Carrier
5
19,932.00
! Vehicle Carrier
1
34,168.00
Type of Ownership (as of 2001)
Bareboat Chartered Vessels
189
Vessels under Lease Purchase
1
Owned Vessels
12
TOTAL 202
Type of Service (as of 2001)
Liner Service
4
Tramp Service
198
TOTAL 202
Seafaring (as of 2000)
Total Deployment (Persons)
198,324
Total Remittances (US Dollars)
US $ 1,000,000,000.00
Other Contributions (Pesos)
P 10,025,020,688.00
! Government Fees
P 305,648,688.00
! Medical Examination Fee
P 165,253,600
! Airfare P
3,045,835,000.00
! Training Fees
P 1,749,744,000.00
! School Fees
P 529,992,000.00
! Manning Fees
P 486, 040,000.00
! Remittance Fees
P 3,742,508,000.00
20
Appendix 3: Country Status Reports Philippines
Shipbuilding and ship repair (as of 1999)
Total Number Of Shipyards
341
! Shipbuilder and Ship repair
100
! Ship Repairer
11
! Afloat Ship Repairer
141
! Boat Builder
88
! Ship Breaker
1
Total Building Capacity (Dwt)
1,529,041
! Luzon 1,300,579
! Visayas 185,712
! Mindanao 42,750
Total Employment (Persons)
38,600
Total Vessels Constructed
479
! Passenger Ferry / Banca
37
! Tanker 1
! General Cargo
3
! Bulk Carrier
4
! Landing Craft
4
! Barge 3
! Fishing Boat
396
! Tugboat 2
! Patrol Boat
10
! Speedboat / Sports Craft
8
! Pleasure Yacht
11
Marine Resources
1 Total Territorial Water Area
2,200,000 sq. km
(including the EEZ)
a. Coastal
266,000 sq. km
b. Oceanic
1,934,000 sq. km
2 Shelf Area (Depth 200 m)
184,600 sq. km
3 Coral Reef Area
27,000 sq. km (Within the 10-20 fathoms
where reef fisheries occur)
4 Coastline (length)
17,460 km
Inland Resources
1 Swamplands
246,063
ha
a. Fresh water
106,328 ha
b. Brackish water
139,735 ha
2 Existing
Fishponds
253,854
ha
a. Fresh water
14,531 ha
b. Brackish water
239,323 ha
21
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
3 Other Inland Resources
250,000 ha
a.
Lakes
200,000
ha
b. Rivers
31,000 ha
c. Reservoirs
19,000 ha
Coastal and Marine Environment
Philippines extensive coastal and marine biodiversity provide highly significant values to the
socioeconomic development of both Philippines and the world.
Through proper management, the benefits that can be derived from these resources can be utilized to
develop and maintain conservation practices and also, to enhance the development of sustainable
industries and livelihood systems.
As the development of the biotechnology increases, the role of coastal and marine biodiversity in
sustainable economic development will be even more prominent, especially in the field of food,
cosmetics and pharmaceutical industries.
Implementation of Regulations
IMO Resolution A.868 (20) 1997
Guidelines for Control and Management of Ships' Ballast Water to minimize the transfer of harmful
aquatic Organisms and Pathogens.
MARPOL 73/78
The MARPOL Convention covers all the technical aspects of pollution from ships, except the disposal
of waste into the sea by dumping, although it does not apply to pollution arising out of the exploration
and exploitation of sea-bed mineral resources.
The Convention has two protocols:
1. Dealing with reports on incidents involving harmful substances and arbitration.
2. Six Annexes which contain regulations for the prevention of various forms of pollution.
Annex I: Prevention of Pollution by oil.
Annex II: Control of Pollution by noxious liquid substance in bulk.
Annex II: Prevention of Pollution by harmful substances carried by sea in packaged form.
Table 2: Marine pollution prevention conceptual framework
Prevention
Measures
Response
Compensation
INSTRUMENTS
MARPOL 73/78
OPRC
CLC / IOPC
ADMINISTRATION Flag
State
Port /
Court /
Implementation /
Coastal State
Maritime Authority
Port State Control
(quasi-judicial)
CONTROL Surveillance
/
Monitoring
Surveillance / Monitoring
Enforcement
Enforcement
Activities relating to the protection of the Marine Environment can be seen as a continuum:
Prevention, Response and Compensation
22
Appendix 3: Country Status Reports Philippines
Department of
The department in-charge in the
Transportation &
over-all supervision of
Communications
MARPOL 73/78
(DOTC)
The agency involved in the Flag
Maritime Industry
State Implementation &
Authority (MARINA)
Certification of RP-registered
ships
Philippine Coast
The agency involved in the
Guard (PCG)
inspection of foreign ships calling
RP ports
Department of
Transportation &
The agency's role is to provide
Communications
and supervise reception facilities
(DOTC)
for ships
Figure 1: Responsibility center of MARPOL
Proposals
There is a need to come up with a more logical and efficient arrangement of functions and activities
between and among agencies that invariably would be involved in marine pollution prevention.
· This re-orientation will allow the agencies to focus on their respective area(s) of concern.
· These agencies will permit them to develop their strengths and capabilities thereby
engendering the need to reach out to cooperate with other agencies in order to complete a
well-coordinated chain in the prevention of marine pollution.
We therefore propose to have legislation that will create the environment for a global maritime
industry and reduce the cost of doing business in the Philippines.
23
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Vietnam
Country Profile
Vietnam is situated in the South East of Asia with an area of 329,000 square kilometres and a
population of nearly 80 millions. Facing toward the Pacific Ocean in the East, Vietnam has a coastline
of more than 3,000 kilometres long and is situated closely to the world's shipping routes:
· The route connects the North East Asia and the Mid-east;
· The route connects the South East Asia and the America.
After long years of difficulty under the bureaucratic policy of centralized planned economy, in the
middle of eighties of 20th century, the "open door" reform policy was launched and it made the
economy market-oriented. The socio-economic situation has been gradually considerably improving.
The growth rate of economy is remarkable year by year in the period from 1991 up to now (1991
increased by 6%; 1994 - 8.8%; 1997 - 8.1%; 2001 - 6.8%).
The improved commercial relations create the amazing increase in the annual volume of cargo
throughput in the commercial seaports. The data are 16.8 and 83.043 million tons for 1991 and 2000
respectively. Cargo throughputs are highly different for the different areas of the country. While in the
southern ports, the cargo throughput accounts 66 percent of the country's total throughput, the data
are 24 and 10 percent for the northern and central ports respectively.
The tourism industry has also been strongly developing in recent years. In 2001, there were 403,464
passengers visited Vietnam through seaports. The passenger cruise ships are calling at Phuquoc
island, Honchong and Ho Chi Minh city in the south; Nhatrang and Danang in central Vietnam; and
Halong bay in the north. The duration of staying in the Vietnam ports of the passenger vessels are not
long, often within a day long. Vietnam has not passenger vessels so far. The people usually take cars,
trains for movements within the country, fly planes to go abroad.
Fishery is comparatively developing. Fishing vessels are basically operating in the near coastal seas.
The annual gross output of sea products exploited by the fishery fleet is about 1 million tons.
According to the Ministry of Fishery's Registry Book, there are 64,000 fishing boats of 20 horse
power and above, of which 6,000 ones are of 90 horse power and above.
Vietnamese life style is much affected by the Chinese. It is also affected by the Western European
culture at a certain level. At present, over 70% of Vietnam population are either Buddhist or strongly
24
Appendix 3: Country Status Reports Vietnam
influenced by Buddhist practices. Besides, Catholicism, Protestantism, Islam are followed by the
considerable numbers of citizens in the country. Vietnamese speak their own language. They are
friendly and harmonious.
Institutional arrangements
Vietnam is a party to United Nation Convention on the Law of the Sea, 1982. It has become member
of the International Maritime Organization (IMO) since 1983 and acceded the following Conventions
related to Maritime Safety and Pollution Prevention: SOLAS 1974, MARPOL 73/78 (Annexes I, II),
LL 1966, STCW 1978, COLREG 1972. The country is also a party to the TONNAGE 1969.
Furthermore, in coordination and cooperation with the regional states in controlling and eliminating
operation of the sub-standard ships, Vietnam has participated the Tokyo MOU.
Belonged to the Ministry of Transport, Vietnam National Maritime Bureau (Vinamarine) is the
governmental agency acting the role of Maritime Administration. Vinamarine is set up in accordance
with the provisions of the Government Decree No. 239-HDBT, issued on the 29 June 1992. The
Government also issues the Decision No. 31/TTg on the 02 February 1993 adopting "The Regulations
on organization and operation of the Vietnam National Maritime Bureau". The above-said instruments
defined that Vinamarine is specialized in administration of not only the ships' compliance with the
provisions in respect of maritime safety and marine environment protection but also the shipping
industry's activities. Vinamarine is assigned to draft the policies, strategies and the plans which would
be passed to the Ministry of Transport (MOT) for consideration and then submitted to the
Government for adoption. Vinamarine undertakes the Flag State Implementation (FSI) and the Port
State Control Performance (PSC).
Vinamarine is structured as follows:
In the Headquarter, there are the following consultative bodies:
1. Maritime Safety Division;
2. Personnel Division (comprising STCW Implementation Section);
3. Registry of Ships and Seafarers;
4. International
Relation
Division;
5. Maritime Legislation Division;
6. Marine Science and Technology Division;
7. Planning & Investment Division;
8. Finance & Account Division;
9. Sea-port Management Division;
In the localities, there are 19 branch Maritime Administrations which are basing along the coast and
beside the sea ports. They directly administer, control and supervise the proper compliance and
enforcement of ships, sea ports and the maritime transport service providers in respect of national and
international instruments related to either maritime safety and pollution prevention or the shipping
activities. The important responsibility of the branch Maritime Administrations is to undertake FSI
and PSC activities. In accordance with provisions of Tokyo MOU, they control the domestic flag and
foreign flag vessels in respect of complying with international instruments on pollution prevention.
Inter-agency coordination and cooperation:
A number of governmental agencies such as Vietnam Environment Agency (belonging to the Ministry
of Natural Resource and Environment), Vietnam Sea Coastal Police (belonging to the Ministry of
25
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
Defense), National Committee on Search and Rescue, are involved in marine environment protection
but Vinamarine is mainly responsible authority.
It is practical that there are lots of duplications in the responsibilities, functions, and powers among
the involved agencies. And it is the said duplications that have created the unspecific responsibilities
among the agencies. Consequently, the interagency coordination and cooperation and the
effectiveness of law enforcement appears imperfect.
In respect of ballast water, there have not been specified measures and arrangements to prevent and
mitigate the introduction of unwanted species into the waters. The teaching programs and syllabus of
the maritime education and training institutions are compulsorily containing ballast water
management based on the IMO Assembly Resolution A.868(20) "Guidelines for the control and
management of ships' ballast water to minimize the transfer of harmful aquatic organisms and
pathogens".
Recently, the International Maritime Organization (IMO) send a questionnaire concerned to applying
the guidelines of Resolution A.868(20), most answers should be negative.
It is also in this field, there still have not been Research and Development (R&D) to be done.
Shipping and Ports
Sea ports are busily operating:
After a long time of centralized planning of the economy, the Doi Moi policy was launched in 1986.
Then Vietnam's economy has been shifted to market-oriented economy. By undertaking the so-called
"open door policy" to call for foreign investments and practicing equitization/privatization at levels,
the economy has been considerably improving. The growth rate of economy is remarkable year by
year. The growth rate in 1997 is 8.1%, in 2001 is 6.8%. Certainly, the cargo throughputs are high in
the sea ports.
Table 1: Total cargo throughputs in the years 2000 and 2001
Cargo Unit
Throughput
Cargo Unit
Throughput
2000 2001
Combined
ton
83,043,013 Combined
ton
91,415,974
of which:
of which:
1. Containers:
TEUs
1,147,572 1. Containers:
TEUs
1,345,587
ton
11,685,010 ton
15,125,172
! Exported: TEUs 497,332
! Exported: TEUs
577,946
ton
3,858,980
ton
6,357,406
! Imported TEUs 512,958
! Imported TEUs
651,026
ton
5,791,324
ton
7,690,044
! Domestic TEUs 137,282
! Domestic TEUs
116,615
transport
ton
2,034,706 transport
Ton
1,077,722
2. Liquefied:
ton
28,640,459 2. Liquefied:
ton
31,198,434
! Exported: ton 14.944,909
! Exported: ton
17,643,202
! Imported ton 7,999,119
! Imported ton
7,222,347
! Domestic
ton 5,696,431
! Domestic
Ton
6,332,885
transport
transport
3. General
ton
32,994,325 3. General
ton
35,465,521
! Exported: ton 10,206,620
! Exported: ton
12,531,269
! Imported ton 9,327,455
! Imported ton
13,830,352
! Domestic
ton 13,460,250
! Domestic transport ton
9,103,900
transport
4. Transit
ton
9.091,585 4. Transit
ton
9,626,847
26
Appendix 3: Country Status Reports Vietnam
As mentioned above, Vietnam has a long coastline with the ideal shelters. The commercial seaports
have been established along not only the seaside but also the riversides deeply upstream. The major
ports managed and operated by the Vietnam National Shipping Lines (VINALINES) - biggest state-
owned Group of Companies - are ports of Quang Ninh, Hai Phong, Nghe An, Da Nang, Quy Nhon,
Nha Trang, Sai Gon, Can Tho... The other ports are owned by the province state-owned enterprises
and there also are few ports operated by the joint ventures. In respect of port operation, joint ventures
are not encouraged to establish.
The totally combined length of berths and terminals is approximate 20,000 metres.
Table 2: Throughput cargoes in some major ports in recent years
(Unit: thousand tons; source: national year statistics book)
PORTS 1995
1997
1998
1999
Hai Phong
4,515.0 4,588.0
5,446.0
6,509.0
Sai Gon
7,212.0 6,820.0
7,601.0
6,971.0
Quang Ninh
704.0 798.0
1,011.0
676.4
Nghe An
310.0 480.0
480.3
474.3
Da Nang
830.2 882.2
829.5
1,023.4
Quy Nhon
447.0 838.1
955.0
974.6
Nha Trang
343.4 424.0
500.0
486.0
Can Tho
125.9 202.1
332.3
310.0
The exported cargoes mainly are crude oil, rice, coal, rubber, refrigerated seafoods and garments.
Annually, the country exploits approximately 15 millions tons of crude oil, almost all of which is
exported. And regretfully the said quantity of crude oil is almost totally carried by non-Vietnam-
flagged tankers. The oil is mainly exploited in the coastal waters in south Vietnam.
Maritime transport carries more than 90 percent of the whole exported and imported goods. In recent
10 years, the rail and road transport systems are so much developed that facilitate the improvement of
the multimodal transport.
Besides cargoes, a big number of passengers are visiting Vietnam. In 2001, the passenger throughput
in Vietnam ports were numbering 403,400.
The National Merchant Fleet
In regard of the national merchant fleet, the table 3 hopefully shows some helpful data statistics (up to
the December 2001):
Table 3
No Type
of
Ship
Unit
State-run
Non-state-run
Total
1
Container Carriers
- No. of Carriers
13
0
12
- TEU
8,800
0
8,800
- Average Age
14
2
Tankers
- No. of Tankers
59
23
82
- DWT
394,787
29,500
424,287
- Average Age
20
20
3
General Cargo Ships
- No. of Ships
252
253
505
- DWT
775,153
198,483
973,636
- Average Age
15
14
27
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
The cargo volumes transported by the national merchant fleet in the years 2000 and 2001 (Source:
Vinamarine) are mentioned below:
Table 4: Cargoes transported by the National Merchant Fleet
2000 2001
General Container General Container
1. Exported cargo
13,110,000 tons
425,000 TEUs
13,498,000 tons
382,000 TEUs
2. Cargo circulated among the
5,666,000 tons
132,300 TEUs
5,860,000 tons
100,600 TEUs
domestic ports
Coastal and marine environment
We are sharing Bac Bo Gulf with China in the north where where fishery and shipping is busy.
In central Vietnam, there are many locations with safe shelters which are ideals for setting up sea
ports being able to receive deep-draft vessels visiting. In Dung Quat, an oil refinery is under
construction. VLCCs will arrive the location to discharge crude oil. Tankers and cargo vessels of
60,000DWT will be able to get alongside the wharves to load the oil products and different exported
cargoes.
Van Phong, Nha Trang and Cam Ranh bays are also fully promising. In Van Phong, a shipyard has
been operating for couple of years. Tankers of 500.000DWT may enter it for being dry-docked,
surveys and repairs.
In south Vietnam, operations of oil-exploiting, mooring and unmooring, oil storage, transfer of
exported crude oil... in the off-shore area are actually incompletely controlled by the Maritime
Administration because of long distances. In the above-mentioned areas, the sea is deep in general and
the entry passages to the ports and terminals are short. Therefore, the threat of introduction of harmful
aquatic organisms, pathogens by transfer of ballast water is not so concerned.
There is no information on serious introduction of unwanted species into the country's waters
Implementation of regulations
Being a party to MARPOL 73/78, Vietnam has carried out a lot of actions to fulfil the obligations of a
Convention member state. National legislation has tried to corporate the fundamental provisions of
the Convention. Maritime Administration has applied measures to control the vessels to be in
compliance with the provisions of MARPOL 73/78. However, we have to do much more. Especially
there are no considerable activities to follow IMO Resolution A.868(20) on "Guidelines for the
control and management of ships' ballast water to minimize the transfer of harmful aquatic organisms
and pathogen"
Supporting the Regional Action Plan drafted by GloBallast
We are strongly convinced that ships' activities concerned with intake, discharge, exchange of ballast
water must be severely managed and controled by ships themselves and by port states and coastal
states worldwide. It is necessary to adopt and enforce a relevant international Convention legally
binding all the ships regardless of flags to implement.
The draft Regional Action Plan (RAP) is well structured, its objectives are clear and practical. It is
helpful that RAP has indicated the principal actions to be jointly carried out by regional countries and
regional shipping communities which are (i) Communication and Public Awareness-raising; (ii) Port
Biota Baseline Survey; (iii) Regional Risk Assessment; (iv) Legislative Review for Ballast Water
28
Appendix 3: Country Status Reports Vietnam
Management and Compliance; (v) Database; (vi) National Action Plan; and (vii) Cooperation with
Other Regional Cooperative Schemes.
This time we are conferring to adopt the Regional Action Plan. But it is more important that we
should act well to aim at fulfilling the Plan.
29
Appendix 4:
Draft East Asia Regional Strategic Action
Plan
to minimize the transfer of harmful aquatic organisms
and pathogens in ships' ballast water
Appendix 4: Draft Regional Action Plan
1 Introduction and Background
East Asia is an active part of the world economy, in which shipping plays an important role. Shipping
carries more than 80% of the world's commodities and is essential to the global economy. For so
many years ships have been using ballast water to keep their balance, stability and structural integrity.
Ballast water is essential for the safety of ships, especially for those unloaded ships.
It is estimated that about 12 billion tons of ballast water is transferred globally each year, and that
7,000 species of bacteria, plants and animals are carried each day in ships' ballast water around the
world. Species contained in ballast water taken on board in one country may be discharged into the
waters of another country as the ship is going to take its cargo. While many of these non-indigenous
species introductions have been and continue to be innocuous, some have had disastrous economic
and environmental consequences. Faster ships mean greater economy in the transport of goods.
Unfortunately, faster ships and the consequent reduction in travel time between ports increase the
likelihood of the survivability and introduction of potentially damaging non-indigenous species. The
results caused by these invasions are:
· Whole ecosystems are changing. The native biodiversity and/or ecological processes may be
disrupted by the invading species.
· Economic impacts exceed billions of dollars. Fisheries, coastal industry and other commercial
activities and resources may be disrupted by the invading species.
· People are falling ill and even dying from toxic organisms, diseases and pathogens introduced
through ballast water.
Once established, it is virtually impossible to control invasive marine species
The introduction of invasive marine species into new environments via ships ballast water as well as
other media has been identified by the Global Environment Facility (GEF) as one of the four biggest
threats to the World's oceans. The other three are:
· Land-based sources of marine pollution.
· Overexploitation of living marine resources.
· Physical alteration and destruction of marine habitat.
The introduction of harmful aquatic organisms through ballast water has drawn more and more
attention of the world. Ballast water control and management have become an important agenda of the
International Maritime Organization (IMO). IMO adopted the voluntary Resolution A.868(20) in
1997 Guidelines for the control and management of ships' ballast water to minimize the transfer of
harmful aquatic organisms and pathogens. The Resolution requests Governments to take urgent
action in applying these Guidelines. The management and control options recommended by the
guidelines include:
· Reporting and record-keeping of ballast water operation on board.
· Development of ship-specific ballast water management plan.
· Minimizing the uptake of organisms during ballasting, by avoiding areas in ports where
outbreaks or populations of harmful organisms are known to occur, in shallow water and in
darkness, when bottom-dwelling organisms may rise in the water column.
· Cleaning ballast tanks and removing mud and sediments that accumulate in these tanks on a
regular basis, which may harbour harmful organisms.
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1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
· Avoiding unnecessary discharge of ballast water.
· Undertaking ballast water management procedures.
Although the Guidelines are implemented in a number of countries, they are of a voluntary nature. To
tackle the problem internationally, we still need a legally binding instrument, an international
convention. The new Convention will be mandatory and provide legally binding provisions on ballast
management. Through the efforts of the Marine Environment Protection Committee (MEPC) of IMO
over several years, great progress has been made in the development of the International Convention
for Ballast Water Management. Member countries of IMO are discussing the draft text of the new
convention and hoping that the new convention will be adopted by a diplomatic conference in 2003.
In addition to the initiatives above, IMO together with the Global Environment Facility (GEF), the
United Nations Development Programme(UNDP), member governments and the shipping industry
has launched a project to assist developing countries to tackle the ballast water problem. The full title
of this new programme is "Removal of Barriers to the Effective Implementation of Ballast Water
Control and Management Measures in Developing Countries", or more simply the "Global Ballast
Water Management Programme" (GloBallast). The GloBallast Programme is being implemented
successfully.
2 Objectives of this Regional Action Plan
The Objectives of this Regional Action Plan are:
· to provide a framework for the activities that need to be developed and implemented within
the East Asia Region in order to minimize the transfer of harmful aquatic organisms in ships'
ballast water, in accordance with the IMO recommendations and GloBallast Programme;
· to exchange information and experiences among the participating countries and with the other
regions, and to enhance the regional cooperation in protection of the marine environment; and
· to facilitate the preparatory process within the Region for the new legally binding
international convention on ballast water management and control.
3 Description of the Region
3.1 General
So far as this Action Plan is concerned, the Region of East Asia involves the seven countries:
Democratic People's Republic of Korea, People's Republic of China, Japan, Republic of Korea,
Republic of Philippines, Russian Federation (not present at Workshop), Singapore and Republic of
Vietnam. For millennia the ecosystem of the ocean areas semi-enclosed by the above mentioned
countries have provided food and livelihood to the civilization of the Region. Its waters are very
favorable for coastal and offshore fisheries. The region embraces the large marine ecosystems (LME)
of the Yellow Sea, South China Sea, East China Sea, and Sulu Celebes Sea, The Region is also
remarkable for its massive population and active shipping activities. Fishing, marine farming and
international shipping are of great importance for the people's living and economic development of
the six countries. There are quite a number of ports along the coastlines, which provide a sea link with
other countries.
2
Appendix 4: Draft Regional Action Plan
Globalization of the economy has brought great changes to the shipping in the Region. Ships are
becoming bigger and faster, which means that more ballast water is carried by ships from and to the
countries. The environmental concerns are trans-boundary. Any environmental problem within any
part of the region, because of its semi-enclosed nature, can no longer be considered an isolated or
localized incident, but a matter with potentially far-reaching ecological and socio-economic
implications.
All seven countries are member states to IMO and contracting parties to the International Convention
MARPOL 73/78 and have the common interest in protection of the marine environment. They all
have shown great concern on the threats of the human activity to the world ocean, particularly the
biological invasion through shipping activities.
3.2 Existing cooperation schemes
There are several cooperation schemes in this Region at present. These include,
PEMSEA
Partnerships in Environmental Management for the Seas of East Asia (PEMSEA) is a regional
programme under GEF executed by IMO. It was launched in October 1999 with contributions from
GEF, participating countries and other partners. PEMSEA has 11 members, namely Brunei
Darussalam, Cambodia, Democratic People's Republic of Korea, Indonesia, Malaysia, People's
Republic of China, Philippines, Republic of Korea, Singapore, Thailand and Vietnam.
Among the objectives of PEMSEA, seven are of particular importance for the Regional Action Plan.
These objectives are to:
1.
Build national and regional capacity to implement integrated coastal management
programmes;
2.
Promote multi-country initiatives in addressing priority transboundary environment issues
in the Gulf of Thailand, Bohai Sea and Manila Bay;
3.
Reinforce and establish a range of functional networks to support environmental
management;
4.
Identify environmental investment opportunities, promote mechanisms such as pubic-
private sector partnerships, and package environmental projects for financing and other
forms of developmental assistance;
5.
Enhance scientific and technical inputs to support decision making;
6.
Strengthen national capabilities for developing integrated coastal and marine policies as
part of the state policies for sustainable socioeconomic development; and
7.
Promote regional commitment for implementing international conventions and
strengthening regional and sub-regional cooperation and collaboration using a sustainable
regional mechanism.
The partnerships share a common vision, and will implement strategies and action plans to ensure that
the seas of East Asia can continue contributing to the well being of the people of the region.
APEC
Asia-Pacific Economic Cooperation (APEC) was established in 1989 in response to the growing
interdependence among Asia-Pacific economies. Today there are 21 member economies comprising
some 2.5 billion people. APEC has become a formidable regional forum. Its goal is to advance
economic dynamism and sense of community within the Asia-Pacific region. APEC has established
3
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
itself as the primary regional vehicle for promoting open trade and practical economic and technical
cooperation.
Apart from other Ministerial Meetings, APEC has ministerial-level meetings on fishery, environment
and transportation respectively. There are different Working Groups under the ministerial-level
meetings.
The Marine Resource Conservation Working Group (MRC) was formed in 1990 in recognition of the
importance of marine resources to food supply and economic development. In 2001, the group plans
to work on a wide range of issues: the management of red tide and harmful algal bloom; the
establishment of an ocean research network and an ocean model and information system; the use of
biochemical indicators to assess environmental safety of aquaculture farms; and the development of
APEC mechanisms for integrated coastal management. These activities will contribute to capacity
building, training and education, the exchange of information, research promotion, and the
introduction of technology and expertise in environment protection.
The Transportation Working Group (TPT) was established in 1991 with a view to increasing the
efficiency and safety of the regional transportation system. The TPT focuses on three main areas:
more competitive transportation industry (including infrastructure), safe and environment-friendly
transportation systems (including technologies), and human resources development (including
training, research and education). Covering all types of transportation systems, the group has
published surveys, directories, best practice manuals and databases, as well as an inventory on
regional cooperation on oil-spills preparedness and response arrangements.
At its last session held in Manila Philippines, the TPT discussed the issue to support a port baseline
biota survey in the East Asia. The Group agreed the initiative and requested the Ministerial Meeting to
consider and approve.
Tokyo MOU
The Memorandum of Understanding on Port State Control in the Asia-Pacific Region, known as the
Tokyo MOU, was signed on 3 December 1993 at its final preparatory meeting in Tokyo and became
effective on 1 April 1994.
The Tokyo MOU has 18 Member Authorities. The governing body of Tokyo MOU is the Port State
Control Committee, which is composed of a representative of each of the member Authorities and an
observer from relevant organizations.
The Tokyo MOU is focused on the cooperation and coordination in Port State Control to ensure that
ships arriving at their ports are in compliance with the relevant IMO and ILO instruments, such as
SOLAS 1974, as amended, and MARPOL 73/78, as amended. According to Tokyo MOU, Port State
Control inspection conducted on ships is based on the existing Relevant Instruments which are in
force. It is expected that the new International Convention for Ballast Water Management will be
included in the Relevant Instruments under the Tokyo MOU, once the Convention comes into force.
4 Principal
Actions
4.1 Legislative Review for Ballast Water Management and Compliance
Considering the IMO Resolution 868 (20) has been implemented by more and more countries and the
development of the new legally binding International Convention for Ballast Water Management is
well under way, it is suggested that countries carry out Legislative Review on Ballast Water
Management and comply with the IMO Guidelines and the future Convention when developing
national regulations.
4
Appendix 4: Draft Regional Action Plan
4.2 Communication and public awareness-raising
Although some work has been done in this aspect, information about the danger of transfers of
harmful aquatic organisms and pathogens through uncontrolled discharge of ballast water is not well
known in the Region. This lack of information and low level of general awareness of the ballast water
issue is seen as an extremely important, early priority of this Action Plan to address.
To increase the level of public awareness, the following actions will be taken at the regional and
national level:
· Dissemination of communicative materials, including IMO Resolution 868, posters and
documents prepared by PCU and MEPC of IMO.
· Holding seminars at Regional and National level.
· Using the INTERNET web sites.
· Establishment of a Regional Task Force.
To facilitate information exchange among the participating countries, an information exchange
mechanism is considered necessary for the region. This mechanism will receive and provide
information on the unwanted species and measures to prevent and control the species.
Under the GloBallast Programme, a database is planned to be established in Dalian, the
Demonstration Site of GloBallast China. This database will include the results of the activities, which
have been completed, and the findings in the research and survey. The information of the database
will be linked with the information exchange mechanism and available to the countries.
4.3 Port Biota Baseline Survey
Port Biota Baseline Survey is considered vital for assessing existing natural conditions and the
presence or absence of introduced marine species. Such survey should be conducted in accordance
with an internationally adopted protocol and should be conducted on an ongoing basis, as a long-term
biological monitoring programme for the port. This will allow any existing introductions to be tracked
and managed and any new introductions to be detected and responded to.
Under the GloBallast Programme, the Port Biota Baseline Survey has been completed in Dalian,
China. The findings of the survey will be used for assessing the existing local natural conditions and
the risks of ballast water. The results of the survey and the protocols/manuals used will be shared
among the participating countries. The Transport Working Group of APEC was discussing at its last
session to support a baseline survey to be conducted in this Region. It is considered necessary that one
port biota baseline survey be conducted in each participating country for assessment of the natural
bio-conditions as general. The use of standardized protocols and methodologies will ensure inter-
compatibility at the regional level.
4.4 Regional risk assessment
In order to take right actions in ballast water management, each country needs to know the level and
types of risks of introductions that its ports may face, as well as the most sensitive resources and
values that might be threatened. Risk assessment at national/port level can meet the needs. It is
proposed that the more simple method of comparing source and receiving ports be used for this
purpose. This should look at shipping arrival patterns and identify the source ports from which ballast
water is imported. Once these are identified, source port/discharge port environmental comparisons
should be carried out to give a preliminary indication of overall risk. This will greatly assist the port
state to assess which approach to take.
5
1st East Asia Regional Workshop on Ballast Water Control & Management: Beijing, China, 31 Oct-2 Nov 2002
The ballast water risk assessment by using GIS system was conducted from May-September 2002 in
Dalian, the Demonstration Site of GloBallast in China. Geological and environmental information
was collected, and 2200 ballast water reporting forms were analyzed. The method and results of this
activity may provide a model for similar risk assessments to be carried out in the Region. This will
differ from site to site, and will determine the type of management response that is required.
4.5 Database
A database of the existing information on ballast water management will be established. The
information included in the database should include, findings and results of risk assessment and
baseline biota surveys, ships compliance, research and development directory, and other information
as deemed necessary. The database should serve the purpose of regional cooperation.
The database mentioned above in Paragraph 4.1 will be used for this purpose after being updated.
4.6 National Action Plans (NAP)
Each of the participating countries will develop their National Action Plan that will support, and
generally follow, the RAP activities.
4.7 Cooperation with other regional cooperative schemes
The PEMSEA, APEC and Tokyo MOU, as mentioned above, are all big regional schemes, which are
related to ballast water management and protection of marine environment in one way or another.
GloBallast Programme should seek supports and cooperation from those strong schemes and be linked
with their relevant activities.
5 Implementation and Funding of RAP
To implement the RAP, a Regional Task Force (RTF) should be established. The RTF should include
National Focal Points (NFP). The NFP will be supported by National Task Forces consisting of
representatives of the Maritime Administration, Ministry of the Environment, the scientific
community and industry. It is recommended that a contacts directory (e-mail, telephone, fax, etc.) is
maintained for communication between RTF members. The secretarial support for the RTF could be
initially provided through the GloBallast Demonstration Site with the possibility of transferring this
responsibility in future to one of the existing cooperation schemes.
The RTF should meet every year to review the implementation of the National and Regional Action
Plans and make recommendation and decision on relevant matters.
It is recommended that the shipping industry (including ports of the region) is fully aware of the issue
and involved in the RAP activities.
Funding for implementation of the RAP may be explored from different resources including national,
regional and/or international ones. The GloBallast Programme may use its available budget to prepare
and start the RAP.
(Subject to the consideration and alteration by the Regional Workshop and Conference on Ballast
Water Management)
6
Appendix 5:
Ballast Water Management
Exercise Scenario
Appendix 5: Ballast Water Management Exercise Scenario
Scenario
1 The
M.V. Invader, a 40,000 DWT container ship, arrives in Singapore on 9 September 2001.
2 Containers are unloaded and loaded at the Singapore Container Terminal, which is one of the
major container transfer hubs of the world.
3 As containers are unloaded, ballast water is taken up, into the ship.
4 Unknown to the ships captain and crew, the ballast water taken on contains numerous Vibrio
Cholerae cells, the bacteria that cause cholera epidemics. This is present in the port waters of a
ship that has discharged ballast water several hours before the M.V. Invader arrived.
5 The
M.V. Invader departs Singapore en route to Dalian, China.
6 During the voyage, the vessel stops in Manila to unload and load some containers. During these
cargo transfer operations, some ballast water is discharged and some taken on in the Manila port
area in order to maintain stability and trim of the vessel.
7 The vessel continues to Dalian, stopping in Kaangyang, Republic of Korea on the way, again to
transfer containers. Ballast water is once again discharged and taken on.
8 Several days before the M.V. Invader arrives in Kaangyang, another vessel (that arrived from San
Francisco) discharged ballast water containing larvae of a highly toxic alga. Numerous cells of
this alga are taken up by the M.V. Invader.
9 Some days later the M.V. Invader arrives in Dalian, unloads its containers, discharging ballast
water containing both cholera and toxic algae in the process.
10 During the voyage of the M.V. Invader no ballast water management measures have been
followed, no sampling, inspections or record keeping and reporting has been undertaken, as none
of the port States visited are implementing the IMO ballast water Guidelines, apart from Dalian.
11 At Dalian a Ballast Water Reporting Form is submitted to the port State authorities, as China has
implemented this requirement as a part of the GloBallast Programme.
12 The day before the ship arrives in Dalian, a cholera epidemic breaks out in Manila.
13 One week after the ship leaves Dalian, a harmful algal bloom occurs in Liaodong Bay, threatening
nearby fish farms. Several cases of cholera are also reported in Kaangyang, Republic of Korea.
14 The vessel is now visiting ports in Japan.
Exercise Task
With your group, discuss and decide on the following:
1)
What actions could have been taken in the port States to prevent this from happening?
2)
What actions could have been taken by the ship to prevent this from happening?
3)
What actions should be taken by the port States to respond to the cholera outbreaks and
harmful algal blooms?
Record your decisions and nominate a rapporteur to present to the workshop.
1
1st East Asia Regional W
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